text:
Small Area Transportation Study Final Report
Prepared for City of Douglas
Prepared by and
with Lima & Associates The Planning Center
July 2007
1. INTRODUCTION PROJECT PURPOSE PROJECT OBJECTIVES ORGANIZATION OF REPORT 2. EXISTING ROADWAY AND TRAFFIC CONDITIONS ROADWAY AND TRAFFIC DATA Daily Traffic Volumes Roadway Functional Classification Existing Speed Limits and Number of Lanes Hourly Traffic Volumes and Intersection Turn Movements Traffic Volumes at the International Port of Entry (POE) Truck Traffic in the Study Area EXISTING LEVEL OF SERVICE AND TRAFFIC CIRCULATION ISSUES TRAFFIC SIGNAL WARRANT EVALUATIONS PARKING INVENTORY AND ANALYSIS CRASH ANALYSIS 14TH Street at G Avenue 16th Street (SR 80) at Pan American Avenue 9th Street at Pan American Avenue 5th Street at Pan American Avenue 10th Street at A Avenue 11th Street at A Avenue AREAS OF SIGNIFICANT PEDESTRIAN ACTIVITY Port of Entry Area The Downtown Area 15th Street Area Curbing and Sidewalk Master Plan AREAS OF SIGNIFICANT BICYCLE ACTIVITY 3. EXISTING TRANSIT CONDITIONS EXISTING TRANSIT CHARACTERISTICS Demographics Current Mode to Work EXISTING TRANSIT SERVICES Douglas Shuttle Food City � Port of Entry Shuttle Catholic Community Services Douglas Rides Cochise Commuter Dial-A-Ride Douglas ARC LOCAL TAXICAB OPERATORS 1-1 1-1 1-1 1-2 2-1 2-1 2-1 2-1 2-1 2-8 2-10 2-15 2-15 2-19 2-19 2-22 2-24 2-26 2-26 2-27 2-28 2-31 2-31 2-31 2-31 2-34 2-34 2-34 3-1 3-1 3-1 3-2 3-2 3-3 3-3 3-3 3-3 3-4 3-4 3-4 3-4
3. EXISTING TRANSIT CONDITIONS (Continued) AUTOTRANSPORTES TUFESA PREVIOUS STUDIES AND PLANS SUMMARY OF FINDINGS Transit Needs Key Recommendations of Previous Plans and Studies City of Douglas Transit-Related Issues EXISTING LAND USE DEVELOPMENT, POPULATION, AND EMPLOYMENT YEAR 2005 LAND USE DEVELOPMENT Traffic Analysis Zone System Description Procedure for Updating 2000 Census Data to 2005 2005 POPULATION AND EMPLOYMENT ESTIMATES Year 2005 Household Size, Housing Units and Occupied Housing Year 2005 Employment Estimates SCHOOL ENROLLMENT HISPANIC POPULATION POPULATION AGE 65 AND OLDER 5. FUTURE LAND USE AND SOCIO-ECONOMIC DATA METHODOLOGY LAND USE FORECAST FORECAST POPULATION, HOUSING UNITS, AND OCCUPIED HOUSING FORECAST RETAIL, OFFICE/SERVICE, AND GENERAL EMPLOYMENT FORECAST EMPLOYMENT FOR MAJOR EMPLOYERS FORECAST SCHOOL EMPLOYMENT AND ENROLLMENT FORECAST FUTURE TRAVEL DEMAND AND TRAFFIC OPERATIONS ANALYSIS DAILY TRAFFIC FORECAST METHODOLOGY AM AND PM PEAK-HOUR TRAFFIC ANALYSIS AND LEVEL OF SERVICE FOR YEAR 2030 TRAFFIC Year 2030 Level of Service Analysis FUTURE MULTIMODAL CONDITIONS FUTURE PUBLIC TRANSPORTATION CONDITIONS TYPES OF TRANSIT VEHICLES AND SERVICES Douglas Rides Transportation Demand Management Alternatives Potential Sources of Transit Funding Coordinating Local Human Services Transportation Programs RECOMMENDED TRANSIT SERVICES Summary of Transit Findings 3-5 3-5 3-5 3-5 3-5 3-5 4-1 4-1 4-1 4-1 4-3 4-4 4-5 4-5 4-7 4-7 5-1 5-1 5-1 5-5 5-5 5-5 5-7 6-1 6-1 6-2 6-5 7-1 7-1 7-5 7-5 7-7 7-7 7-8 7-8 7-9
7. 8. FUTURE MULTIMODAL CONDITIONS (Continued) FUTURE PEDESTRIAN AND BICYCLE ACTIVITY AND FEATURES SUMMARY OF TRANSPORTATION PLAN RECOMMENDED IMPROVEMENTS AND ACTIONS ROADWAY SYSTEM Traffic Circulation and Operations Improvements Douglas, Arizona U.S. Port of Entry Feasibility Study 2006 Safety Improvements Downtown Parking Recommendations from Previous ADOT Studies PEDESTRIAN SYSTEM IMPROVEMENTS AND ACTIONS BICYCLE SYSTEM IMPROVEMENTS AND ACTIONS TRANSIT SYSTEM IMPLEMENTATION AND FUNDING Public Transit Funding SUMMARY OF PUBLIC INVOLVEMENT INTRODUCTION PUBLIC OPEN HOUSE #1 Meeting Purpose Meeting Schedule and Location Meeting Notice Meeting Materials Meeting Attendance Comments Received from the Public PUBLIC OPEN HOUSE #2 7-11 8-1 8-1 8-1 8-1 8-1 8-2 8-5 8-6 8-9 8-11 8-12 9-1 9-1 9-1 9-1 9-1 9-1 9-1 9-2 9-2 9-2
Exhibit 2-1 Exhibit 2-2 Exhibit 2-3 Exhibit 2-4 Exhibit 2-5 Exhibit 2-6 Exhibit 2-7 Exhibit 2-8 Exhibit 2-9 Exhibit 2-10 Exhibit 2-11 Exhibit 2-12 Exhibit 2-13 Exhibit 2-14 Exhibit 2-15 Exhibit 2-16 Exhibit 2-17 Exhibit 2-18 Exhibit 2-19 Exhibit 2-20 Exhibit 2-21 Exhibit 2-22 Exhibit 2-23 Exhibit 2-24 Exhibit 2-25 Exhibit 2-26 Exhibit 2-27
2-2 2-3 2-4 2-5 2-6 2-7 2-9 2-11 2-11 2-12 2-12 2-13 2-14 2-14 2-15 2-16 2-18 2-21 2-22 2-24 2-24 2-26 2-27 2-28 2-29 2-31 2-32
Exhibit 2-28
Exhibit 3-1 Exhibit 3-2 Exhibit 3-3 Exhibit 4-1 Exhibit 4-2 Exhibit 4-3 Exhibit 4-4 Exhibit 4-5 Exhibit 4-6 Exhibit 4-7
3-1 3-2 3-6
DOUGLAS SMALL TRANSPORTATION AREA STUDY BOUNDARY AND TAZ STRUCTURE 2005 TOTAL NUMBER OF HOUSING UNITS BASED ON 2000 CENSUS AND NEW HOME BUILDING PERMITS ISSUED BY THE CITY 2004 AND 2005 ESTIMATES AND 1990 AND 2000 CENSUS COUNTS FOR DOUGLAS AND PIRTLEVILLE HOUSEHOLD SIZE FOR DOUGLAS AND PIRTLEVILLE STUDY AREA POPULATION, HOUSING UNITS, AND OCCUPIED HOUSING UNITS 2005 EMPLOYMENT BY EMPLOYMENT CATEGORY AND MAJOR EMPLOYER AND SCHOOL ENROLLMENT TOTAL SCHOOL ENROLLMENT FOR DOUGLAS UNIFIED SCHOOL DISTRICT SCHOOLS TAZs AT OR NEAR BUILDOUT TAZs EXPERIENCING RESIDENTIAL AND NON-RESIDENTIAL GROWTH TAZs EXPECTED TO EXPERIENCE NO GROWTH FORECAST POPULATION, HOUSING UNITS, AND OCCUPIED HOUSING UNITS FORECAST RETAIL, OFFICE/SERVICE, AND GENERAL COMMERCIAL EMPLOYMENT 2010, 2020, AND 2030 EMPLOYMENT BY MAJOR EMPLOYER BY TAZ 2010, 2020, AND 2030 DOUGLAS UNIFIED SCHOOL DISTRICT EMPLOYMENT BY TAZ 2010, 2020, and 2030 DOUGLAS UNIFIED SCHOOL DISTRICT STUDENTS BY TAZ
4-2 4-3 4-4 4-4 4-5 4-6 4-7
Exhibit 5-1 Exhibit 5-2 Exhibit 5-3 Exhibit 5-4 Exhibit 5-5 Exhibit 5-6 Exhibit 5-7 Exhibit 5-8
5-2 5-3 5-4 5-5 5-5 5-6 5-7 5-8
Exhibit 6-1 Exhibit 6-2 Exhibit 6-3 Exhibit 6-4 Exhibit 6-5 Exhibit 7-1 Exhibit 7-2 Exhibit 7-3 Exhibit 7-4 Exhibit 7-5 Exhibit 7-6 Exhibit 7-7 Exhibit 7-8 Exhibit 8-1 Exhibit 8-2 Exhibit 8-3 Exhibit 8-4 Exhibit 8-5 Exhibit 8-6 Exhibit 8-7
7-1 7-2 7-3 7-4 7-5 7-6 7-9 7-10
8-3 8-4 8-5 8-8 8-10 8-11 8-13
PROJECT PURPOSE The general purpose of a small area transportation study (SATS) is to provide a smaller community, like the City of Douglas, Arizona, with guidance on how to address existing and potential future transportation issues within the community. Typically, these studies are conducted within growing communities where city staff, area residents, business owners, or local decision makers have already identified some existing traffic issues and see the potential need for transportation system improvements as the community continues to grow. A SATS provides city staff and local decision makers with a list of transportation system improvements to meet existing, mid-term, and long-term needs. This allows the community to prioritize the improvements, budget for improvement implementation, and implement the improvements in a manner that meets the needs of the community in the most cost-effective manner. Local funding for transportation improvements is typically very limited, and in many cases the needed roadway system improvements are on state-owned facilities. The state highways may be the most significant transportation facilities in the area, carrying the highest levels of traffic demand. PROJECT OBJECTIVES Key objectives of the SATS for the City of Douglas are to provide a comprehensive transportation plan for the future growth in Douglas that will support and enhance cross-border commercial traffic, as well as the increasing traffic demands resulting from new commercial and residential developments. Another important objective is to analyze multi-modal transportation alternatives, including possible transit, bicycle, and pedestrian improvements that will connect existing and future activity centers within the study area. A third major objective is to provide a transportation plan that supports the policies and strategies contained in the adopted 2003 General Plan for the City of Douglas, so that in combination, the transportation plan and the General Plan provide a comprehensive planning approach for future city growth and development. To support these major objectives, other elements of the project are:
� � � � � � � � �
Identify current regional economic trends. Identify regional impacts to the area, including border-crossing activities. Incorporate findings of on-going regional planning studies being conducted by ADOT. Update the year 2020 population and employment projections in the 2003 General Plan to year 2030. Develop a traffic forecast that is based on future population and employment projections and a distribution of development consistent with the 2003 General Plan. Evaluate traffic operations for year 2005 and 2030 and assess existing and future roadway system improvement needs. Summarize the extent of the existing transit service provided in the study area. Evaluate existing and future travel patterns and demand that could be serviced by transit, and develop transit service recommendations. Evaluate the need for improvements in pedestrian and bicycle facilities and develop recommended improvements for these modes.
Conduct a public involvement program for the project that both informs the public on project activities and recommendations, and solicits appropriate information from the public on study area transportation problems and potential solutions.
ORGANIZATION OF THE REPORT The remainder of this document is organized in the following manner:
� � � � � � � �
Existing Roadway and Traffic Conditions Existing Transit Conditions Existing Land Development, Population, and Employment Future Land Use and Socio-Economic Data Forecast Travel Demand and Traffic Operations Analysis Future Multimodal Conditions Summary of Existing and Future Deficiencies and Recommendations Summary of Public Involvement Activities and Responses
Existing conditions data for the study area were gathered from several sources, including the state Highway Performance Monitoring System (HPMS) database, previous traffic studies conducted within the study area, the Arizona Department of Transportation (ADOT), the 2000 US Census, the adopted 2003 Douglas General Plan, the US Customs Service, area transit service providers, the City of Douglas, the Douglas Unified School District, and field data collection conducted by the Project Team. This section provides a summary of the existing roadway and traffic conditions. Additional details on data used in this study are provided later in this chapter. ROADWAY AND TRAFFIC DATA Daily Traffic Volumes Average daily traffic volume data were compiled from the ADOT Year 2005 HPMS database. Additional average daily traffic data were provided by ADOT from permanent traffic count stations located on state highways in the study area, and by the US Customs Service for traffic at the Douglas Port of Entry. These data are summarized in Exhibit 2-1. SR 80 from US 191 to Pan American Avenue, Pan American Avenue from the Port of Entry (POE) to SR 80, and 10th Street from Pan American Avenue to Florida Avenue are the major traffic carriers in the study area with 10,000 to 20,000 vehicles per day. Other roadways in the study area typically average less than 10,000 vehicles per day. Roadway Functional Classification The existing roadway functional classification for the study area roadways is provided in Exhibit 2-2. Functional classification is the process by which streets and highways are grouped into classes, or systems, according to the character of traffic service that they are intended to provide. There are three highway functional classifications: arterial, collector, and local roads. All streets and highways are grouped into one of these classes, depending on the character of the traffic (i.e., local or long distance) and the degree of land access that they allow. These classifications are described in Exhibit 2-3. Existing Speed Limits and Number of Lanes The existing speed limits in the study area were compiled from the HPMS database and through a field review for the study area roadways. Exhibit 2-4 provides a summary of the existing speed limit information. The analysis of the existing speed limits identified some minor issues that should be addressed by the City of Douglas:
In a few instances, the speed limits on a collector roadway were posted with different limits in opposite directions of travel (e.g., A Avenue from 16th Street to 6th Street is posted 30 mph southbound and 25 mph northbound) with no apparent reason for the difference. SR 80 transitions to G Avenue at the intersection of Pan American Avenue. SR 80 is a major arterial posted at 40 mph approaching the intersection, and G Avenue is a minor arterial that enters the downtown with a speed limit of 25 mph. There are no speed limit signs posted on G Avenue at the Pan American Avenue intersection alerting motorists on SR 80 of the change in the speed limit (See Exhibit 2-5) as they cross Pan American Avenue.
Exhibit 2-1 DAILY TRAFFIC COUNTS
Exhibit 2-2 EXISTING ROADWAY FUNCTIONAL CLASSIFICATION
Exhibit 2-3 FUNCTIONAL CLASSIFICATION SYSTEMS
Functional System
Arterial Collector
Services Provided Provides the highest level of service at the greatest speed for the longest uninterrupted distance, with some degree of access control. Provides a less highly developed level of service at a lower speed for shorter distances by collecting traffic from local roads and connecting them with arterials. Consists of all roads not defined as arterials or collectors; primarily provides access to land with little or no through movement.
Exhibit 2-4 EXISTING ROADWAY SPEED LIMITS
Exhibit 2-5 VIEW OF THE INTERSECTION OF SR 80 AND PAN AMERICAN AVENUE LOOKING EAST ALONG SR 80
The posted speed limit along 10th Street is inconsistent. Between A Avenue and Washington Avenue the speed limit is 30 mph, while west of A Avenue, and east of Washington Avenue it is posted at 25 mph. From the limited field review, it is suggested that a complete field inventory of speed limit posting be conducted by the City of Douglas to identify and correct inconsistencies.
The existing roadway number of travel lanes was also compiled from the HPMS database and through a field review of the study area roadways. Exhibit 2-6 provides a summary of the existing number of through lanes between major intersections.
Exhibit 2-6 EXISTING ROADWAY NUMBER OF THROUGH LANES
Hourly Traffic Volumes and Intersection Turn Movements Four traffic studies have been conducted in Douglas since year 2002. These studies are:
� � � �
ADOT Traffic Signal Evaluation: US191B at 10th Street, February 2003. SR80/US191 Intersection Study, August 2003. Wal-Mart Supercenter Chino/5th Street Final Traffic Impact Analysis, December 2003. Rancho La Perilla Estates Traffic Impact Analysis Report, December 2004.
These studies contained intersection turning movement counts for 10 intersections of importance to the SATS. These intersections are indicated in Exhibit 2-7. Turning-movement volumes for these locations were used as part of the database to develop the existing conditions AM and PM peak-hour traffic volumes for the study area. The process for developing these traffic volumes is described in Working Paper #1 of this study. Additional turning movement traffic data were collected at a sample of 17 intersections within the study area on typical weekdays during the AM and PM peak hours of travel on September 21 and 22, 2005. The peak travel hours were identified to be in the time periods from 7:00 to 9:00 AM, and 3:00 to 5:00 PM. The locations of these 17 sample intersections are provided in Exhibit 2-7, along with the locations of turning movement traffic data taken from previous studies. These data were used to evaluate existing traffic operations and levels of service at the intersections within the study area. The details of the process for developing the turning movement data are provided in Working Paper #1 of this study.
Exhibit 2-7 LOCATIONS OF TURNING MOVEMENT COUNT DATA COLLECTION
Traffic Volumes at the International Port of Entry (POE) Traffic volumes at the Douglas POE were obtained from the US Customs Service. For traffic entering the US from Mexico, data are collected separately for trucks, defined as commercial vehicles bringing merchandise into the US, and privately owned vehicles (POVs) consisting of all other vehicles (cars, pickup trucks, passenger vans, etc., except buses). Buses are commercially operated vehicles that transport paying passengers, which includes smaller shuttle buses that are commercially operated. Annual summaries of traffic entering the US for the 11-year period 1995 through 2005 are provided in Exhibits 2-8 through 2-11. POVs entering the US peaked in year 2002 and have declined slightly since then. Truck volumes entering the US peaked in year 1996 and then declined steadily through 2002. Since 2002, truck volumes have increased slightly in 2003 2004, and 2005. Bus volumes entering the US have grown steadily since 1995, with a significant increase from year 2000 through year 2003. However, during 2004 and again during 2005 bus volumes declined sharply. The number of pedestrians entering the US through the POE showed a general increase each year from 1995 through 2003, but a sharp decline in numbers occurred during 2004 yielding the lowest value for the 11-year period. Pedestrian traffic then increased significantly from the year 2004 low value during 2005, which may be directly related to the decline in bus traffic crossing the border during 2005. There is no clear trend exhibited in the annual traffic volumes indicating what might be expected in the future. While Douglas continues to develop commercial activities near the border it should be expected that the number of POVs, pedestrians, and buses will also increase. While truck volumes have been trending upwards since 2002, the 2004 and 2005 volumes are still substantially below the peak volumes in 1996. Data for the number of vehicles entering the US and leaving the US to Mexico by hour of the day were also provided by US Customs for selected days. Hourly data were provided for typical weekdays (Tuesday through Thursday) for October and November 2004, and for August and September 2005. These data were used primarily for the evaluation of traffic operations during the peak traffic hours of the day. Inbound hourly data are available for passenger vehicles and buses combined, and trucks. Outbound data are not available by vehicle type, and are presented as the total number of vehicles per hour. The average hourly inbound total traffic volume for a typical weekday is provided in Exhibit 2-12. The average hourly volume for inbound trucks is provided in Exhibit 2-13. The average hourly total outbound traffic volume for a typical weekday is provided in Exhibit 2-14.
Exhibit 2-8 ANNUAL PRIVATELY OWNED VEHICLES ENERING THE US AT THE POE
Annual Privately Owned Vehicle (POV) Volumes Entering the US
Volume (veh per year) 2,500,000 2,000,000 1,500,000 1,000,000 500,000 0 1995 1996 1997 1998 1999 2000 2001 2002 2003 2004 2004 2005 2005
Source: US Customs Service, Tucson, Arizona.
Exhibit 2-9 ANNUAL TRUCK VOLUMES ENTERING THE US AT THE POE
Annual Truck Volumes Entering the US
40,000 35,000 30,000 25,000 20,000 15,000 10,000 5,000 0 1995 1996 1997 1998 1999 2000 2001 2002 2003
Volume (veh per year)
Source: US Customs Service, Tucson, Arizona.
Exhibit 2-10 ANNUAL BUS VOLUMES ENTERING THE US AT THE POE
Annual Bus Volumes Entering the US
7,000 Volume (veh per year) 6,000 5,000 4,000 3,000 2,000 1,000 0 1995 1996 1997 1998 1999 2000 2001 2002 2003 2004 2004 2005 2005
Source: US Customs Service, Tucson, Arizona.
Exhibit 2-11 ANNUAL PEDESTRIAN VOLUMES ENTERING THE US AT THE POE
Annual Pedestrian Volumes Entering the US
900,000 800,000 700,000 600,000 500,000 400,000 300,000 200,000 100,000 0 1995 1996 1997 1998 1999 2000 2001 2002 2003 Volume (persons per year)
Source: US Customs Service, Tucson, Arizona.
Exhibit 2-12 POE WEEKDAY AVERAGE HOURLY INBOUND TOTAL TRAFFIC VOLUMES
Average Hourly Inbound Total Traffic Volumes
400 350 300 250 200 150 100 50 0 00 01 02 03 04 05 06 07 08 09 10 11 12 13 14 15 16 17 18 19 20 21 22 23 Hour Beginning
Source: US Customs Service, Tucson, Arizona. Tuesday, Wednesday, Thursday data. August and September 2005, and October and November 2004.
Vo l u me
2004 2005
Exhibit 2-13 POE WEEKDAY AVERAGE HOURLY INBOUND TRUCK VOLUME
Average Hourly Inbound Truck Volume
14 12 10 Volume 8 6 4 2 0 8 9 10 11 12 13 14 15 16 Hour Beginning
Source: US Customs Service, Tucson, Arizona. Tuesday, Wednesday, Thursday data. August and September 2005, and October and November 2004.
2004 2005
Exhibit 2-14 POE WEEKDAY AVERAGE HOURLY OUTBOUND TOTAL TRAFFIC VOLUMES
Av e rage Hourly Outbound Total Traffic Volumes
500 400 V ol u m e 300 200 100 0 00 01 02 03 04 05 06 07 08 09 10 11 12 13 14 15 16 17 18 19 20 21 22 23 Hour Beginning
Source: US Customs Service, Tucson, Arizona. Tuesday, Wednesday, Thursday data. August and September 2005, and October and November 2004
2004 2005
Truck Traffic in the Study Area There is no information available on the amount of truck traffic on the study area roadways east of Pan American Avenue or north of SR 80, except along US 191. The most current information on truck volumes is from the US Customs Service as discussed above and from the SR 80/ US 191 Intersection Study, Final Report (August 2003) prepared for ADOT. EXISTING LEVEL OF SERVICE AND TRAFFIC CIRCULATION ISSUES Level of service (LOS) is a quantitative stratification of the quality of service provided by elements of the transportation system. LOS reflects the quality of service as measured by a scale representing the generalized levels of congestion and travel delay on the highway system. LOS is divided into six letter grades ranging from "A" to "F", with "A" being the best (no congestion and virtually no delay to highway travel), and "F" being the worst (traffic volumes exceed the capacity of the roadway resulting in significant congestion and high levels of delay). The engineering standards for estimating traffic delays and LOS under various types of highway conditions are contained in the Highway Capacity Manual 2000, published by the Transportation Research Board. The relationships between travel delay and LOS used in the Highway Capacity Manual 2000 are presented in Exhibit 2-15. Exhibit 2-15 LEVEL OF SERVICE CRITERIA FOR STOP-CONTROLLED AND SIGNALIZED INTERSECTIONS Stop Controlled Intersections Average Delay (seconds/vehicle) < 10 > 10 to 15 > 15 to 25 > 25 to 35 > 35 to 50 > 50 Signalized Intersections Average Delay (seconds/vehicle) < 10 > 10 to 20 > 20 to 35 > 35 to 55 > 55 to 80 > 80
Level of Service A B C D E F
Source: Highway Capacity Manual 2000
The photographs in Exhibit 2-16 are provided to assist in the understanding of the LOS concept. These photographs depict typical traffic conditions associated with the various LOS categories for an arterial roadway with traffic signals. LOS A, B, and C and considered very good with low levels of delay, and not in need of remedial measures. For transportation planning studies LOS D conditions are considered adequate and not in need of improvements to address congestion. For developed urban areas such as a city downtown, LOS D is often used as the desirable standard for long-term future travel conditions. For this planning study the estimates of travel delay and LOS were based on the analysis of traffic delay at signalized and stop-controlled intersections within the study area. Peak-hour level of service and congestion were estimated using the computer software Synchro/SimTraffic. Initially, the SimTraffic micro-simulation model was used to determine if there were any significant congestion problems creating traffic back-ups that impacted upstream intersections.
This phenomenon was not present in the simulation and was not noted in the field review of the AM and PM peak-hour traffic conditions. Therefore, it was decided that the Synchro analysis of intersection operations, based on the Highway Capacity Manual 2000 procedures, would provide reasonable estimates of intersection approach levels of service. A summary table of intersection approach level of service for each intersection in the analysis network is provided in the Appendix. Exhibit 2-17 provides a summary of only those intersection approaches with existing congestion issues (LOS E and F conditions) and those approaches with potential or emerging congestions issues (LOS D) during the AM and PM peak-hours, respectively. Exhibit 2-16 EXAMPLES OF LEVEL OF SERVICE BY MODE FOR URBAN ROADWAYS
Source: Florida Department of Transportation, Quality/Level of Service Handbook, 2002.
The following locations are indicated to have existing or emerging congestion problems during the morning peak-hour:
Northbound approach at the intersection of San Antonio Avenue and 15th Street - LOS E (capacity), stop controlled. This intersection is adjacent to a middle school located in the northwest quadrant of the intersection, and the congestion was observed in a field review to be directly related to the arrival of children for school. A four-way stop control was tested using Synchro and found to provide a much improved LOS on the
northbound approach with reasonable levels of service on all other approaches. This intersection may be a candidate for a future traffic signal, but a traffic signal is not warranted at this time. The following locations are indicated to have existing or emerging congestion problems during the afternoon peak-hour:
� �
Westbound approach of 14th Street at Pan American Avenue � LOS D (emerging congestion) stop controlled. No remedial action is required at this time. Eastbound and westbound approaches of 9th Street at Pan American Avenue � LOS E (capacity), stop-controlled. The westbound traffic operations may be improved with the installation of the traffic signal one block north at 10th Street. Some westbound leftturning and though traffic may divert to 10th Street rather than be delayed at the 9th Street intersection. An option may be to prohibit through and left-turn movements on the eastbound and westbound approaches. Northbound approach of San Antonio Avenue at 15th Street � LOS E (capacity) stop controlled. The concentration of four schools (see discussion of pedestrian activity below) along 15th Street between Florida and Washington Avenues creates some traffic peaking during morning and afternoon associated with school traffic at this location. This intersection may be a candidate for a future traffic signal, but a signal is not warranted at this time. An all-way stop control may provide better traffic operations at this location, but an all-way stop warrant analysis should be conducted to determine if this treatment is warranted before installation.
Exhibit 2-17 EXISTING CONDITION INTERSECTION LEVEL OF SERVICE RESULTS
TRAFFIC SIGNAL WARRANT EVALUATIONS Three intersections were identified for traffic signal warrant analyses based on the existing condition level of service analysis. These intersections are: � 15th Street and San Antonio Avenue � 15th Street and Washington Avenue � 10th Street and Florida Avenue Twenty-four hour traffic count data were collected at each of these intersections on Tuesday, October 17, 2006 and Thursday, October 19, 2006. These data were used to evaluate the traffic volume signal warrants as presented in the 2003 Manual on Uniform Traffic Control Devices (MUTCD). The details of the analysis and the data are contained in a separate report prepared for this study (Three Intersections � Signal Warrant Analysis, prepared for the City of Douglas, October 2006). These data were also used to update the traffic volumes for the existing level of service analysis, which resulted in an improved level of service estimate at the intersection of 15th Street and Washington Avenue, and 10th Street and Florida Avenue. The signal warrant analyses indicated that none of these three intersections warrants a traffic signal based on existing traffic volumes. Traffic conditions at these locations should be monitored in the future to determine if this condition changes. PARKING INVENTORY AND ANALYSIS An inventory of on-street parking available in the Douglas downtown area was conducted on October 25 and 26, 2005. The purpose of this inventory was to examine parking issues and availability in the downtown commercial district. The following data were collected on 10th Street, from E Avenue to Pan American Avenue, on F Avenue from 7th Street to 12th Street, and on G Avenue, from 7th Street to 14th Street:
� � � �
The number of marked on-street spaces on each side of the street by block. The number of designated handicapped spaces on each side of the street by block. The type of parking, either angle or parallel. The posted time limit and/or the time period of parking restrictions on each side of the street by block.
Details of the parking inventory by street are provided in Working Paper #1. The following observations can be made from the on-street parking inventory:
� �
Every available space on the streets inventoried is used for parking. Total spaces = 405 o Handicapped Spaces = 17 o Loading only = 3 o General use = 385 Parking time limit: o 165 spaces have no parking duration limit. o 196 have a 2-hour limit. o 12 have a 30-minute limit. o 12 have a 10-minute limit. o 3 are designated as loading only.
Not all of the handicapped spaces are located immediately adjacent to handicapped ramps leading to the sidewalk. Several of these spaces are mid-block and a handicapped person incapable of mounting the curb would have to travel some distance in the street in order to reach a ramp. These spaces are not ADA compliant. All on street handicapped parking spaces should be located immediately adjacent to curb ramps. Angle and parallel parking: o 260 angle parking spaces. o 131 parallel parking spaces. o 14 90-degree angle spaces. The presence of the angle parking restricts cross-street sight distance at stop-controlled intersections in the downtown area. This phenomenon is illustrated in the photograph in Exhibit 2-18. Angle parking also restricts motorists' view of pedestrians attempting to cross the street, and it creates a crash hazard with vehicles attempting to back out of these spaces into traffic. The angle parking does provide a buffer between the sidewalk area and the street. High curbs, designed for storm water runoff, in some areas would make conversion of angle parking to parallel parking difficult, as some of the spaces would be unusable from the passenger side of an automobile. Existing parking availability and demand did not appear to be an issue during the time of the inventory, but the City of Douglas should conduct a parking utilization study during the highest seasonal demand periods to determine if additional downtown parking space is needed.
An additional inventory of City of Douglas owned off-street parking, privately owned off-street parking, and privately owned land that is currently vacant that could be converted to off-street parking was also conducted. The locations of the inventoried sites are provided graphically in Exhibit 2-19 along with an estimate of the number of potential parking spaces. The off-street parking inventory suggests the following:
� �
There are approximately 361 potential off-street spaces representing a significant potential for available parking. The largest single facility is located adjacent to 11th Street between G Avenue and Pan American Avenue on the south side of the street. This facility is currently used for parking, it is privately owned, and was estimated to have room for approximately 100 spaces. There is a potential for this off-street parking to be used to replace on-street parking, if a decision was ever made to eliminate some on-street parking by converting angle parking to parallel parking the downtown area.
Exhibit 2-18 PHOTOGRAPH OF ANGLE PARKING RESTRICTING CROSS-STREET SIGHT DISTANCE
th G Ave at 8 Street looking north. Angle parking blocking cross-street sight lines
Exhibit 2-19 LOCATIONS OF POTENTIAL OFF-STREET PARKING
CRASH ANALYSIS The City of Douglas identified six intersections that were considered locations of concern with regards to crash history. The City of Douglas Police Department provided hard copies of the crash reports at each intersection for the years 2003, 2004, and 2005 (through September 2005). The six intersections are:
� � � � � �
14th Street at G Avenue 16th Street (SR 80) at Pan American Avenue 9th Street at Pan American Avenue 5th Street at Pan American Avenue 10th Street at A Avenue
11th Street at A Avenue
The crash reports were reviewed in detail and summary information was tabulated for each intersection and included in a collision diagram for each intersection. These details are contained in Working Paper #1. A field review of each location was conducted by the project team with the City of Douglas Project Manager on October 25, 2005. A summary of the crash analysis for each intersection is provided below.
14th Street at G Avenue This is a traffic signal-controlled, and illuminated intersection with a total of eight crashes at this location. None of these crashes resulted in a fatality. Four of these crashes were angle collisions involving a vehicle running the red light. This represents a rather high percentage of collisions with vehicles failing to stop for the red light. In each case the vehicle that failed to stop was traveling northbound on G Avenue. A photograph of the northbound approach to this intersection is provided in Exhibit 2-20. The field review did not suggest any particular sight restrictions on the northbound approach to this intersection that might be contributing to the situation of vehicles running the red light. The existing traffic signal at this location has a single signal head suspended over the northbound and southbound approaches, with a second signal head mounted on the signal pole behind the curb. The northbound and southbound approaches each have two through lanes with an exclusive left-turn lane. It may be possible to reduce the number of collisions involving vehicles running the red light through the use of a new traffic signal design incorporating an additional traffic signal heads suspended over the northbound and southbound traffic lanes. A view of the southbound approach to this intersection is provided in Exhibit 2-21. Although there is nothing in the crash history to suggest the presence of any issues on this approach, the field review suggested two proactive measures for this approach. As shown in Exhibit 2-22, the presence of the traffic signal at 14th Street and G Avenue is obscured by landscaping as the roadway curves to the south to become G Avenue. An advanced traffic signal warning sign should be considered for placement on this approach. In addition, a 25 mph speed limit sign should be placed on this curve as the roadway is transitioning from SR 80 to G Avenue in this area.
Exhibit 2-20 STREET LOOKING NORTH ALONG G AVENUE
Exhibit 2-21 TRANSITIONING FROM SR 80 TO G AVENUE, LOOKING SOUTHEAST TOWARDS 14TH STREET
16th Street (SR 80) at Pan American Avenue This is a traffic signal controlled intersection with a total of 13 crashes at this location, none of which were fatal. To the west, 16th Street is SR 80 and to the east it turns south and transitions to G Avenue. The northbound, southbound and eastbound approaches to this intersection have two through lanes, and exclusive right-turn lane and an exclusive left-turn lane. The westbound approach has two through lanes and an exclusive left-turn lane. The intersection is illuminated. Two of the 13 crashes were angle crashes that involved a motorist running the red light. In both cases the motorist that failed to stop for the red light was traveling southbound on Pan American Avenue. Four of these crashes involved motorists attempting to make a left-turn from Pan American Avenue being struck by opposing through traffic. There were two crashes involving pedestrians at this location. One pedestrian crash resulted when a pedestrian crossing Pan American Avenue eastbound was struck by an eastbound motorist making a left-turn to northbound Pan American Avenue. The other pedestrian crash occurred when a southbound motorist struck a person riding a skateboard in the street. Both of these crashes occurred at night. There is nothing in the crash history or the field review indicating any particular problems at this location. The crash history is typical of that for a major signalized intersection. 9th Street at Pan American Avenue This is a simple stop controlled intersection with 9th Street traffic stopping for Pan American Avenue. On the west leg of the intersection, 9th Street is a narrow two-lane roadway serving several warehouses to the west. There were a total of nine crashes at this location, three of them angle crashes. None of the crashes at this location were fatal. Two of the crashes involved injuries. Two of the crashes involved bicyclists, one of which was an injury crash. There is nothing in the crash history suggesting any particular problems at this location. However, the field review revealed a significant traffic operations problem involving the narrow west leg of the intersection. Exhibit 2-22 is a photograph showing the west leg of this intersection. Large trucks on Pan American Avenue have a difficult time entering the west leg of this intersection to access the warehouses to the west. This is especially problematic for southbound trucks attempting to turn right onto westbound 9th Street. This maneuver is nearly impossible to perform for large trucks without encroaching on the eastbound lane of 9th Street. If a vehicle is waiting at the stop sign on the eastbound approach when a truck approaches the intersection on Pan American Avenue to turn onto westbound 9th Street, the truck must wait until the vehicle on 9th Street leaves the intersection. To solve this problem, the westbound exit leg of the intersection should be widened to accommodate an additional westbound lane. This improvement would require relocating the utility pole and the natural gas lines located in the northwest quadrant of the intersection (see Exhibit 2-23). Large trucks also have a difficult time turning right from eastbound 9th Street to southbound Pan American Avenue without encroaching on the eastbound left-turn lane. This problem could be solved by widening the eastbound, 9th Street approach to this intersection.
Exhibit 2-22 VIEW OF THE WEST LEG OF THE 9TH STREET / PAN AMERICAN AVENUE INTERSECTION LOOKING EAST
5th Street at Pan American Avenue This is a traffic signal controlled intersection, where a total of twelve crashes were reported. None of these crashes were fatal, and only one involved an injury. There is nothing in the crash history suggesting any safety problems at this location. The field review did reveal a minor situation that should be changed. The west leg of this intersection serves as the entrance and exit to the new Wal-Mart shopping center located west of the intersection. The eastbound approach to the intersection (see Exhibit 2-23) provides an exclusive left-turn lane, a single through lane, and an exclusive right-turn lane. As shown in Exhibit 2-23, the eastbound approach does not have any pavement markings or signing indicating the lane use on the approach.
Exhibit 2-23 VIEW OF THE 5 STREET / PAN AMERICAN AVENUE INTERSECTION EASTBOUND APPROACH, LOOKING EAST
10th Street at A Avenue This is a traffic signal controlled intersection with eleven reported crashes. None of these crashes involved a fatality. Four of these crashes resulted from a motorist running the red light. The two angle crashes involved a motorist running the red light, the crash on September 16, 2004, involved a motorist running the red light while attempting to make a left-turn, and the crash on July 30, 2004 also occurred when a motorist ran the red light while attempting to make a left turn. One of the red light running crashes resulted in an injury. Four of these crashes were rear-end collisions. One crash involved a pedestrian being hit while legally in the crosswalk by a motorist turning left at the intersection. This pedestrian accident was not indicated to have resulted in an injury. Neither the crash history nor the field review suggests any particular problems at this location. However, there are some conditions that are less than ideal. On-street parking is allowed on the northbound approach and the northbound departure leg of intersection (see Exhibit 2-24) up to a point very close to the intersection. On the northbound departure leg of the intersection this parking serves the adjacent houses. It may be desirable to move the curb to the east on the northbound departure leg to provide a cut out parking area for two or three vehicles. There are driveways to the gas station/mini-mart on the southbound approach and the westbound departure leg of the intersection that are too close to the intersection (see Exhibit 2-25). It is recommended that these driveways be closed as there are other driveways on each leg of the intersection serving this business.
Exhibit 2-24 VIEW OF 10 STREET AND A AVENUE INTERSECTION LOOKING NORTH SHOWING ON-STREET PARKING NEAR THE INTERSECTION
Exhibit 2-25 VIEWS OF 10TH STREET AND A AVENUE INTERSECTION SHOWING DRIVEWAY ACCESS TO ADJACENT GAS STATION/MINI�MART
Westbound departure leg.
Southbound approach.
11th Street at A Avenue This is a simple stop-controlled intersection with 11th Street traffic stopping for A Avenue. There were seven reported crashes at this location, five of which involved vehicles on 11th Street failing to stop at the stop sign. Although the overall number of crashes at this location is not particularly high, the fact that 71 percent of these crashes have a common element of motorists failing to stop for the stop sign is a concern. The field review did not identify any specific problems at this location. However, east and west of this location, 11th Street is the through street, with cross traffic stopping for 11th Street. It may be that the stop on 11th Street at A Avenue is somewhat unexpected. There are traffic control measures that can be implemented that may reduce the number of motorists failing to stop at this location. These traffic control measures include the following:
� � �
Place advance stop ahead warning signs on the eastbound and westbound 11th Street approaches, and use larger stop signs at this location. Use a Warning Beacon as a supplemental emphasis to the stop signs. Use an Intersection Control Beacon in addition to the stop signs on 11th Street.
In addition to the traffic control measures identified above, parking on each side of A Avenue should be prohibited at the intersection to maintain adequate cross-corner sight distance on all approaches. AREAS OF SIGNIFICANT PEDESTRIAN ACTIVITY The scope of this study did not include provisions to conduct a survey or analysis of pedestrian or bicycle commuting patterns within the study area. Information on areas of pedestrian activity was gathered from City staff, POE statistics provided by US Customs, and from a brief field reconnaissance and observation. There are three primary locations within the study area that have significant pedestrian activity. These locations are:
� �
The Port of Entry and the area extending from the POE north along Pan American Avenue. The Douglas downtown area and shopping district, extending from approximately 8th Street on the south to 15th Street on the north, and from Pan American Avenue on the west to F Avenue on the east. The area along 15th Street from approximately A Avenue on the west to Washington Avenue on the east. This is an area containing a high school, a junior high school, a charter school, and an elementary school. City of Douglas staff indicated that this area along 15th Street lacked adequate sidewalks, curbs and gutter, and required drainage improvements, particularly around the 15th Street/San Antonio intersection.
Port of Entry Area Typically, between 2,000 and 2,500 pedestrians per day enter the US through the Douglas POE. In recognition of this high pedestrian volume, the City of Douglas has provided a pedestrian rest area just north of the POE on Pan American Avenue in a small city owned park that includes drinking fountains, benches, and rest rooms. Pedestrians typically use an unimproved pathway to move east from the City Park through Speer Park at H Avenue and 3rd Street to access the downtown shopping district.
The City of Douglas has also provided a shared-use path for pedestrians and bicyclists which extends from the 3rd Street north to 14th Street on the west side of Pan American Avenue. A new shopping district has been developed west of Pan American Avenue along 5th Street in the Wal-Mart shopping area. The Wal-Mart store and the area surrounding the Wal-Mart are connected to the shared-use path by a sidewalk along 3rd Street and a sidewalk between 3rd Street and 5th Street. The shared-use path does not extend south of 3rd Street to the Port of Entry. The improvements that the City of Douglas has already made near the Port of Entry have provided the characteristics of a gateway into the city from across the border. City staff has indicated a desire to continue the development of the POE area as a gateway to the city. The Downtown Area The Douglas downtown area and shopping district attracts significant pedestrian activity to the many shops and restaurants. The downtown area is generally well suited for pedestrian activity, providing wide sidewalks, shade trees, and angle parking that provides a buffer from traffic. Exhibit 2-26 is a photograph showing typical pedestrian features in downtown Douglas. As noted earlier in this report, the angle parking does create a barrier to cross street site lines, and this is true for motorists and pedestrians. As it is, pedestrians must step into the street to see around the parked cars. This can be remedied by providing curb extensions at the corners of the streets with angle parking, as illustrated in Exhibit 2-27, which is a photograph of downtown Tucson, Arizona along Congress Street showing angle parking and curb extensions. The curb extensions provide pedestrians a protected area to stand and view the cross street and they shorten the crossing distance. Pedestrians standing on the curb extensions waiting to cross are also more visible to motorists on the cross street. The curb extensions can also provide a decorative treatment to the streetscape. Exhibit 2-26 VIEW OF G AVENUE LOOKING SOUTH FROM 10TH STREET
Exhibit 2-27 VIEW OF CURB EXTENSION WITH ANGLE PARKING IN DOWNTOWN TUCSON, ARIZONA
Exhibit 2-28 PLAN VIEW ILLUSTRATION OF ANGLE PARKING WITH CURB EXTENSIONS
15th Street Area The area along 15th Street between A Avenue and Washington Avenue has significant pedestrian activity primarily associated with the schools in this area. Douglas High School is located north of 15th Street at Florida Avenue, Paul H. Huber Junior High School is located north of 15th Street at Washington Avenue, A Avenue Elementary School is located at on the northeast corner of 15th Street and A Avenue, the Omega Alpha Academy School (a K-10 charter school) is located just south of 15th Street on San Antonio Avenue, and the Center for Academic Success, the #3 School is also located just south of 15th Street on San Antonio Avenue. This creates significant pedestrian activity both along and crossing 15th Street in this area. Discussions with City staff and a field review revealed the following pedestrian related issues in this area:
� � � �
No sidewalk between Florida and San Antonio Avenues on the south side of 15th Street. The asphalt sidewalk on the north side of 15th Street between Cochise Drive and Washington Avenue is in poor condition. The sidewalk on the south side of 15th Street between San Antonio and Washington Avenues is narrow and immediately adjacent to the roadway. There are no sidewalks along Louis Avenue between of 15th and 19th Streets connecting to the schools north of 15th Street. In addition, the striping of a center left-turn lane on Louis between 15th and 19th Streets would help reduce traffic conflicts through this area resulting from school related traffic. There are drainage issues along 15th Street associated with the lack of curb and gutter in this area. A new access to the charter school parking lot on the south side of 15th Street between Florida and San Antonio Avenues would help improve traffic circulation and reduce traffic conflicts associated with school related traffic.
� �
Curbing and Sidewalk Master Plan The City of Douglas has adopted and implemented a Curbing and Sidewalk Master Plan which allocates $1.3 million for improvements. This plan provides a $20,000 yearly allocation for improvements. AREAS OF SIGNIFICANT BICYCLE ACTIVITY There were only very limited bicycle count data available for this study, and there was no significant bicycle activity noted during the field review conducted during October 2005. ADOT provided 24-hour bicycle count data collected in November 2002 at two locations within the study area:
� �
SR 80 east of US 191: 22 bicycles eastbound, 16 bicycles westbound. US 191 south of Pirtleville: 7 bicycles northbound, 9 bicycles southbound.
The compact size of the City of Douglas, the relative close proximity of residential areas to the downtown and the schools located along 15th Street, and the low traffic volumes and lower speeds on most of the areas streets, would make the City a reasonably good place for bicycling. However, many of the City's arterial and collector streets are relatively narrow, have no designated bicycle facilities, and allow on-street parking, all of which tends to discourage bicycling. The shared-use path along the west side of Pan American Avenue from the POE to 14th Street is a notable bicycle feature provided by the City. 2-33
The City does not have an adopted bicycle system plan. The City should develop and adopt a bicycle route plan and implement that plan to provide a continuous bicycle route system to interconnect all of the City activity centers. The development of the bicycle route plan should contain a bicycle route system analysis, identify preferred bicycle routes, provide the City with design guidelines and typical cross-sections for various elements of the bicycle route system, provide recommended policies for system implementation, and a prioritized list of projects and time frame for project implementation.
This section describes existing transit service conditions in the Douglas area. First, the existing transit characteristics are presented including the current demographic conditions and statistics on the current mode to work. Next, existing transit service in the City is described. Previous studies and plans that have addressed transit issues in the Douglas area are then briefly summarized. A summary of findings is then present on transit needs and actions that have been recommended by previous studies and plans. Specific strategies for addressing unmet transit needs in Douglas, as well as mode choice, funding, and equipment issues, will be described in future working papers. EXISTING TRANSIT CHARACTERISTICS Demographics Exhibit 3-1 illustrates the percentages of the Douglas area's 2000 population that are more likely to be transit dependent: minorities, seniors, persons living below poverty, and mobility-limited persons. As shown in the exhibit, three of the four transit dependent percentages are above the statewide average. Exhibit 3-1 STATEWIDE AND DOUGLAS AREA PERCENTAGES OF POPULATION MORE LIKELY TO BE TRANSIT-DEPENDENT
*Includes Pirtleville CDP
Source: Census 2000
Exhibit 3-1 is based on the Census survey of Douglas and Pirtleville residents only, and does not reflect the large numbers of persons from Agua Prieta, Sonora, Mexico who visit the City daily for shopping and other purposes. Many of these persons cross the border as pedestrians and are also potentially dependent on transit services for conducting their business in Douglas. Current Mode to Work Although the Douglas area currently has a high percentage of transit dependent persons, the percentage of persons in the area who use public transit to commute to work is below the statewide average (see Exhibit 3-2). This is due to the current limited transit service in the area. Exhibit 3-2 MEANS OF TRANSPORTATION TO WORK BY PERSONS NOT DRIVING ALONE
Source: Census 2000
*Includes Pirtleville CDP
Over 70 percent of workers aged 16 and over drive alone to work in the Douglas area. The percentage of persons using public transportation in Douglas is well below that of the statewide average of approximately two percent. However, the percentage of persons in the City who carpool to work is significantly higher than the statewide average. The increased carpooling and working at home in Douglas may be indicators of a latent demand for transit services. EXISTING TRANSIT SERVICES Existing transit services are provided by four bus or van operators and two taxicab operators. Regional service is provided between Douglas and Bisbee, Sierra Vista, Tombstone, Benson, Tucson, and Phoenix, as well as between Agua Prieta and cities in northwestern Mexico. Both dial-a-ride and taxicab services are available locally within the Douglas area. Summaries of each of these services follow:
Douglas Shuttle The privately owned Douglas Shuttle was established in 1992 and currently operates a fleet of eight vans between Douglas, Tucson, and Phoenix. Six trips per day are operated in each direction, spaced evenly throughout the day. The first trip leaves Douglas at 7:00 AM and the last trip leaves Douglas at 6:00 PM. The first trip leaves Phoenix at 7:15 AM and the last trip leaves Phoenix at 7:00 PM. The one-way adult fares are $25 between Douglas and Tucson and $35 between Douglas and Phoenix. --Lima & Associates photo The shuttle also makes stops in Tombstone and Benson and will pick-up or drop off passengers in Casa Grande if prior arrangements have been made. The Douglas Shuttle maintains its own offices in the Douglas, Tucson, and Phoenix downtown areas and does not serve the airports in either Tucson or Phoenix, or connect with Greyhound or other carriers. However, the shuttle's Benson stop is a service station that is within walking distance of the Amtrak and Greyhound stops in that city. Food City � Port of Entry Shuttle The Food City Market operates a free shuttle service seven days a week between the Market and the Mexico Port of Entry using a minibus. The minibus makes three round trips each hour between 8:00 am and 6:00 pm. The service is operated as a means of facilitating the patronage of the Market by pedestrians entering Douglas from Agua Prieta, Sonora, via the Port. Catholic Community Services Catholic Community Services has been providing transportation and other services to the elderly and physically disabled for over 20 years in Cochise County. The services are provided with the assistance of various federal, state, and local funding sources including FTA Section 5310 and 5311 funding. Three of the operations serve the Douglas area; Douglas Rides, the Cochise Commuter and the Dial-a-Ride, which are summarized below. Catholic Community Services also operates the Bisbee Bus, a local area circulator in the Bisbee area. Douglas Rides In December 2006 Catholic Community Services began providing a local circulator transit service along three fixed loop routes within the Douglas area, called Douglas Rides. The three routes can be generally described as follows:
� � �
Bay Acres Route: serving the Bay Acres area and the northern portion of the City east of Pan American Avenue. Midtown Route: connects the downtown area with the central portion of the City, extending east to Van Buren Avenue. Pirtleville Route: serves the Pirtleville area, and the neighborhoods and activity centers west of Pan American Avenue and north of SR 80.
The three loop routes have a common transfer point near City Hall at 11th Street and H Avenue. Each route also extends to the Port of Entry and loops through the new Wal-Mart shopping area west of Pan American Avenue along 5th Street. This new service operates from 7:00 AM to 6:00 PM. This service was just beginning at the time this study was being completed. A total of 326 passengers were carried in December 2006, and over 400 were carried during the first three weeks of January 2007. This service is funded in part through the FTA Section 5311 Program administered by ADOT. Cochise Commuter The Cochise Commuter is a service for the general public that was established in 2003 as a three-year demonstration regional transit project with a grant from HUD that ended in December 2005. Cochise Commuter vans operate three times a day in each direction between Douglas, Bisbee, and Sierra Vista. Twice-daily service is provided on Saturdays. Schedules are timed to facilitate usage by Sierra Vista and Bisbee residents commuting to work in Douglas, as well as by Douglas and Bisbee residents commuting to work in Sierra Vista. The system also serves Cochise College and receives significant patronage by students. Cochise Commuter ridership is growing dramatically. During the entire 2004-2005 fiscal year, the service carried 2,482 persons. However, during the first four months of the 2005-2006 fiscal year, the Cochise Commuter has already carried 2,398 riders. By comparison, during the same four months in the previous year, the service had carried just 710 persons. Catholic Community Services currently receives FTA Section 5311 funding assistance for the Cochise Commuter operation. Dial-a-Ride The Dial-a-Ride operates Monday through Friday between 9:30 AM and 2:30 PM using an accessible Dodge van. Service is available to the general public, and typical trips include shopping trips, doctor appointments, and medical prescription pick-ups. Monthly dial-a-ride ridership averages between 450 and 500 trips. Nutrition and transportation services to seniors are provided through Title III B funding under contract with SEAGO. The Dial-a-Ride operation is a recipient of FTA Section 5310 funding administered by ADOT; fares and client donations are also collected to support the Dial-a-Ride operation. Every other week, service to and from Douglas is provided for elderly and disabled clients in the Elfrida area for grocery shopping, nutrition services and doctor appointments. The service is provided on a voluntary donation basis. Douglas ARC The Douglas ARC is a non-profit organization established in 1958 to provide transportation and other services to developmentally disabled persons and other mobility-limited individuals. The agency is a recipient of FTA Section 5310 funding and currently operates a fleet of seven vans. Transportation for employment, medical, or rehabilitation purposes is provided to a client base of approximately 150 persons. The vehicles are also used to deliver meals to an additional 150 homebound seniors under the "Meals on Wheels" program. LOCAL TAXICAB OPERATORS Taxi service is provided by two taxicab operators in Douglas: Anaya Taxi and Quijada Taxi. Anaya Taxi operates one vehicle within the Douglas area only. Quijada Taxi operates two cabs within the Douglas area but will also provide service to Tucson or Phoenix upon request.
AUTOTRANSPORTES TUFESA Autotransportes TUFESA is a Mexico-based intercity bus company serving the Mexican States of Sonora and Sinaloa as well as Phoenix and Tucson. The company uses deluxe tour coaches and maintains a full-service bus depot in Agua Prieta. Service from Agua Prieta is provided to Culiacan and Hermosillo three times daily and to Ciudad Obregon, Nogales, and Navojoa twice daily. PREVIOUS STUDIES AND PLANS Exhibit 3-3 briefly summarizes the findings of studies and plans that addressed transit issues within local jurisdictions located in Cochise County. Key recommendations of previous plans and studies addressing transit issues in Arizona are listed below. SUMMARY OF FINDINGS Transit Needs
� �
� �
Unmet needs for transit service within the Douglas area exist due to the large numbers of potentially transit-dependent persons living in the area and the high number of persons who carpool to work. A coordinated effort is needed to address the transit needs of Cochise County communities identified in previous studies. No coordination exists among the various regional and intercity transit operations such as the Douglas Shuttle, the Cochise Commuter, and the I-10 corridor operations such as Greyhound and Amtrak. The Douglas Shuttle does not serve the Tucson or Phoenix airports. Autotransportes TUFESA does not share terminals or coordinate schedules with any of the US-based carriers.
Key Recommendations of Previous Plans and Studies
� �
� � �
Local jurisdictions should designate transit service coordinators to oversee the addition, expansion, or coordination of transit services within their areas. The County and local jurisdictions should identify locations for one or more transit centers to serve as transfer points among the various providers in the region and to facilitate the entry of additional operators. Locations for future park-and-ride lots should be identified and sufficient space preserved for their construction. The development of public transportation should be encouraged as an alternative to automobile travel. Plan for expanded regional bus service between Douglas and the Phoenix and Tucson areas.
City of Douglas Transit-Related Issues
� �
The City of Douglas General Plan does not specifically address transit needs or issues. No provision exists for the consideration of transit needs when improving or widening City streets, including provisions for sidewalks, bus shelters, and bus pull-outs where curb lane traffic volumes warrant.
The geometry of some downtown Douglas streets, including steeper than average crossslopes and higher than average curbs, might impede the loading and unloading of transit vehicles and the use of wheelchair lifts or ramps. Exhibit 3-3 SUMMARY OF PREVIOUS STUDIES AND PLANS
Title and Source of Plan
Summary of Transit-related Findings and Recommendations
Intercity Bus Analysis
City of Douglas General Plan City of Douglas Housing Plan
Douglas/Agua Prieta Port Efficiency Study
Three Year Transit Plan for the Bisbee Bus
Three Year Transit Plan for Sunsites Transportation
Sierra Vista Public Transit System Three Year Transit Plan Update
ADOT Evaluates intercity bus (ICB) services and needs throughout the state and provides a summary of the June 1995 needs and recommendations for the intercity bus mode in Arizona. Local Jurisdictions Goals include the provision of an integrated June multimodal transportation system offering choices 2002 among modes and a balance of facilities and services by mode. Transit is not emphasized. Provides information regarding the residential June building stock and demographics in different areas 2002 of the City that will be used in evaluating potential future transit corridors and service areas. Examines options for improving the traffic flow and other efficiency measures regarding the US/Mexico September Port of Entry. Suggests new facility placement and 2000 pedestrian concepts that would impact future transit service in the area. Proposes Inter-community service linking Douglas and Bisbee with Sierra Vista. The 6-days-per-week December service would be funded with a combination of LTAF 2001 II and TANF funds, together with farebox revenues. Would be operated by Catholic Community Services. Non-profit service to transit dependent persons in the retirement community of Sunsites provides December service to Douglas on alternate Tuesdays for 2001 shopping and medical appointments. Document supports application of service for continued FTA Section 5311 funding. Update study of an existing successful urban transit operation in Cochise county. Recommends April additional service upgrades and extensions. 1999 Document supports application of service for continued FTA Section 5311 funding.
YEAR 2005 LAND USE DEVELOPMENT This section provides the baseline land use data used in the preparation of this transportation plan. These data update the baseline data provided in the City of Douglas General Plan 2003 Data and Analysis volume and were disaggregated to the Transportation Analysis Zone (TAZ) system developed for this study. Traffic Analysis Zone System Description The sketch planning level traffic forecasting model requires population, number of dwelling units, and employment disaggregated by Transportation Analysis Zone (TAZ) for years 2005 and 2030. A TAZ system was established to spatially represent the current land use and socioeconomic conditions of the city. This TAZ system encompasses a total area of analysis, and it is depicted in Exhibit 4-1. A total of 55 TAZs were established for this study. The TAZs are smaller in areas with higher levels of land use and roadway system development in order to provide better estimates of future traffic forecasts. In general, the TAZ structure was established to correspond with the roadway system used in the traffic forecast and analysis. Procedure for Updating 2000 Census Data to 2005 Year 2005 population and number of dwelling units, for each TAZ are based on year 2000 census data, updated using aerial photographs, building permits, and information provided by the City, to reflect recent development. These data were also field verified. The 2005 number of employees for office, retail, and general commercial development per TAZ is based on a field inventory of commercial properties completed in 2005. Major employer data per TAZ are based on data provided by Cochise College Center for Economic Research. School related data such as number of employees and number of students per TAZ are based on data provided by the Douglas Unified School District Superintendent Office. The US Bureau of the Census no longer provides inter-census data at the block level for small non-metropolitan areas such as the City of Douglas. Therefore, a methodology to estimate population and occupied housing units at the block level was used.
Exhibit 4-1 DOUGLAS SMALL TRANSPORTATION AREA STUDY BOUNDARY AND TAZ STRUCTURE
Bureau of the Census housing unit counts report that there were 5,186 housing units in Douglas and 531 units in Pirtleville in 2000. Based on the new home permits provided in Exhibit 4-2, an additional 116 new housing units have been built in Douglas between 2000 and 2005. The total 2005 existing housing stock within the study area based on census counts and adjusted to reflect number of new home permits processed during the 2000-2005 planning period, includes 6,431 housing units. As shown in Exhibit 4-2, of these 6,431 housing units, 5,302, or 82 percent are located in the City, or 8 percent are located in Pirtleville area; and 598, or 10 percent, are located within the portion of Cochise County inside of the study area. No residential growth has taken place in the Pirtleville area. Therefore, the 116 new home permits processed by the City are located in Douglas. Exhibit 4-2 2005 TOTAL NUMBER OF HOUSING UNITS BASED ON 2000 CENSUS AND NEW HOME BUILDING PERMITS ISSUED BY THE CITY
Description 2000 Census Housing Units Douglas 2000 Census Housing Units Pirtleville 2000 to 2005 Total New Home Building Permits within City Cochise County (within study area) Number of Housing Units 5,186 531 116 598 6,431 Percent 80 8 2 10 100
Total Number of Housing Units
Sources: 1990 and 2000 Census for Douglas and Pirtleville, US Bureau of the Census; Building Permits 2000-2005, City of Douglas Staff, 2005; Cochise College Center for Economic Research, 2005.
2005 POPULATION AND EMPLOYMENT ESTIMATES According to Cochise College Center for Economic Research, the 2000 population for Douglas was 16,496 representing an increase of 3,359 people since the 1990 census. Much of this growth is due to annexation of the Arizona State Prison in 2000, which increased the City population by 1,936 people, and the 23rd Street annexation, which increased the City population by another 248 people. The official 2000 Census counts reports a population of 14,312 for Douglas. This number does not include the two annexations mentioned above. Exhibit 4-3 provides 2004 Census estimates and 1990 and 2000 Census counts for Douglas, Pirtleville, and other major cities in Cochise County. The City of Douglas experienced slow but consistent growth in the 1990s. Between 1990 and 2000, the population grew 8.9 percent. In 2001, Douglas ranked 65th among 87 incorporated cities for population growth between 1998 and 2000. Douglas ranks 28th among Arizona cities and second among Cochise County cities in terms of population. These growth figures and rankings are based on the official 2000 Census count.
Exhibit 4-3 2004 AND 2005 ESTIMATES AND 1990 AND 2000 CENSUS COUNTS FOR DOUGLAS AND PIRTLEVILLE Place Douglas Pirtleville 1990 12,822 1,364 2000 16,496 1,550 2004 16,706 1,624 2005 16,983 1,643
Sources: 2004 Estimates and 1990 and 2000 Census Counts, US Bureau of the Census, 2005; Adjusted City of Douglas 2000 counts; Cochise Center for Economic Research, 2005; 2005 Estimates, The Planning Center, 2005.
Year 2005 Household Size, Housing Units and Occupied Housing The average household size is defined as the average number of permanent residents for each permanently occupied housing unit. The national household size has been decreasing in the past few decades, and it is expected to continue to decline at a decreasing rate. The decline is household size experienced is attributed to changes in life style, declining birth rates, increasing divorce rates, the tendency for older persons to maintain their own homes and a trend of young adults forming one- or two-person households. The US Bureau of the census reported that the City of Douglas average household size decreased from 3.16 in 1990 to 3.07 in 2000. The same agency reported that Pirtleville's average household size decreased from 3.57 in 1990 to 3.41 in 2000. Exhibit 4-4 provides 2004 and 2005 household size estimates for Douglas and Pirtleville based on 1990 and 2000 Census. Exhibit 4-4 HOUSEHOLD SIZE FOR DOUGLAS AND PIRTLEVILLE Place Douglas Pirtleville 1990 3.16 3.57 2000 3.07 3.41 2004 3.03 3.35 2005 3.02 3.33
Sources: 2004 Census Estimates and 1990 and 2000 Census Counts, US Bureau of the Census; 2005 Estimates, The Planning Center, 2005
The national trend of decreasing household size is evident in Douglas and Pirtleville. It is anticipated that this trend of decreasing household size will continue throughout the planning horizon. For the purpose of traffic modeling, occupied housing is utilized to generate number of vehicle trips per household. Additional adjustments were required to avoid counting segments of the population that do not generate trips, such as inmate population. Therefore, the existing 2005 population was derived as a function of occupied housing units at the block level of analysis. Exhibit 4-5 shows population, housing units, and occupied housing units based on 1990 and 2000 Census and 2005 estimates. Details of population, housing, and occupied housing by TAZ are provided in Appendix A.
Exhibit 4-5 STUDY AREA POPULATION, HOUSING UNITS, AND OCCUPIED HOUSING UNITS 1990 Population Total Housing Occupied Housing 15,741 Year 2000 17,284 6,294 5,499 2005 17,592 6,431 5,777
Sources: Census 1990 and 2000 Summary File 1 (SF 1) 100-Percent Data at Block Level for Douglas, Pirtleville, and Cochise County portion within the Study Area, American Fact Finder, US Bureau of the Census and Aerial Flight of Douglas, Arizona, 2000.
Year 2005 Employment Estimates Exhibit 4-6 provides year 2005 employment estimates by employment category and by major employers within or near the study area. Retail, office/service, and general commercial employment estimates for the study area are based on the commercial land use inventory conducted for this transportation plan. Employment data for major employers were provided by the Cochise College Center for Economic Research. The employment levels by TAZ are provided in Appendix A along with the location of the areas major employers. Based on the data in Exhibit 4-5, approximately 888 employees were employed in the retail, office/service, and general commercial sectors at the time the commercial inventory was conducted in 2005, and approximately 3,548 employees were reported employed by major employers. When adding these two groups, there are approximately 4,436 employees employed by the retail, office/services, and general commercial sectors within the City of Douglas. Of this total, approximately, 80 percent are employed by major employers. Manufacturing and construction employment were not calculated. This project was scoped to update the population and employment data from information available from the Arizona Department of Economic Security (DES) or the Census Bureau. Neither of these two agencies provides data estimates at the block level for non-metropolitan areas or small communities like the City of Douglas for non-decennial years. In addition, there were no current aerial photographs for Douglas and the 1990 and 2000 census block delineations were inconsistent. Therefore, these data could not be estimated under the negotiated scope of work. SCHOOL ENROLLMENT Another population group generating traffic trips is the student population. Exhibit 4-7 provides the total school enrollment for the 11 Douglas Unified School District schools for years 2001 through 2005. The enrollment figures for each school are provided in Appendix A.
Exhibit 4-6 2005 EMPLOYMENT BY EMPLOYMENT CATEGORY AND MAJOR EMPLOYER, AND SCHOOL ENROLLMENT Employment Category/Employer Retail Employees Office/Service Employees General Commercial Employees Subtotal Major Employers Within the Study Area Douglas Unified School District (various schools) City of Douglas Wal-Mart Southeast Arizona Medical Center Safeway Basha's/Food City Gadsden Hotel US Customs/US Immigration J.C. Penney Subtotal Major Employers Outside the Study Area US Border Patrol/DHS 1 Cochise Community College Arizona State Prison Subtotal TOTAL
Year 2001 NA NA NA NA 423 250 224 141 136 0 65 57 0 1,296 850 835 700 2,385
Year 2005 241 235 412 888 405 235 408 104 84 110 70 39 46 1,501 1,046 327 674 2,047 4,436
Sources: City of Douglas Land Field Survey, 2005. Major Employers, Douglas, Arizona, Cochise College Center for Economic Research, 2005. 1. In 2004, The US Border Patrol merged with DHS (Department of Homeland Security) 2. Regional employer located outside of the Small Area Transportation Study area. NA = Not Available
Exhibit 4-7 TOTAL SCHOOL ENROLLMENT FOR DOUGLAS UNIFIED SCHOOL DISTRICT SCHOOLS 2001 2002 Year 2003 2004 2005
Total Students 4,239 4,095 4,107 3,928 4,237
Source: Douglas Unified School District Superintendent Office, 2005.
HISPANIC POPULATION As shown in Exhibit A-6 provided in Appendix A, the largest population group within the City of Douglas is the Hispanic population. According to the 2000 Census of population, of the total 17,284 people residing within the study area, approximately 12,909, or 75 percent identified as Hispanic. According to 2005 estimates of population, of the total 17,529 people residing within the study area, approximately 13,325, or 76 percent identify as Hispanic. For comparison, the State of Arizona and Cochise County have a 25 percent and 31 percent Hispanic population, respectively. Details on the number and percentage of Hispanic population by TAZ are provided in Appendix A. POPULATION AGE 65 AND OLDER According to the 2000 Census of population, of the total 17,284 people residing within the study area, approximately 2,284, or 13 percent were age 65 or older. According to 2005 estimates of population, of the total 17,529 people residing within the study area, approximately 2,400, or 14 percent were 65 and older. Details on the number of persons age 65 and older by TAZ are provided in Appendix A.
METHODOLOGY Forecasts were developed for years 2010, 2020, and 2030 for population, employment, housing units, occupied housing, and school enrollment for the study area. These are the factors that represent the primary determinants of future travel demand. Land use forecasts were developed based on the amount of land available for development within the study at the TAZ level. The methodology for and details of the development of the future land use and socio-economic data are presented in Working Paper #1 of this study. The information below provides a summary of the factors relevant to developing the travel demand forecast for the study area. LAND USE FORECAST The land use inventory provided background information relative to the amount of land available for growth in each TAZ, TAZs with a potential to experience growth, and TAZs that are either built-out or would probably not experience any new growth. This information is summarized in the maps provided in Exhibits 5-1 through 5-3.
Exhibit 5-1 TAZs AT OR NEAR BUILDOUT
TAZ at Buildout TAZ with 4 acres or less of adjusted developable vacant land (near buildout)
Exhibit 5-2 TAZs EXPERIENCING RESIDENTIAL AND NON-RESIDENTIAL GROWTH
TAZ experiencing non-residential (commercial, industrial, or public services) growth TAZ experiencing residential growth
Exhibit 5-3 TAZs EXPECTED TO EXPERIENCE NO GROWTH
TAZ experiencing no growth TAZ experiencing no growth due to being at buildout in 2000.
FORECAST POPULATION, HOUSING UNITS, AND OCCUPIED HOUSING Exhibit 5-4 provides 2010, 2020, and 2030 population, housing units, and occupied housing units projections developed for this transportation plan. The forecasts indicate a modest growth for the Douglas area over the next 24 years. The details of this forecast by TAZ are provided in Appendix B. Exhibit 5-4 FORECAST POPULATION, HOUSING UNITS, AND OCCUPIED HOUSING UNITS Year 2010 2020 2030 18,091 19,016 19,741 6,739 6,047 7,320 6,587 7,898 7,118
Population Housing Units Occupied Housing Units
FORECAST RETAIL, OFFICE/SERVICE, AND GENERAL EMPLOYMENT The 2010, 2020, and 2030 retail, office/service, and general commercial employment forecasts are based on percentages of population employed by each of these categories. These percentages utilize 2005 as the base year and were applied to 2010, 2020, 2030 population projections. Exhibit 5-5 provides retail, office/service, and general commercial employee forecasts for the study area. The forecasts by individual TAZ are provided in Appendix B. Exhibit 5-5 FORECAST RETAIL, OFFICE/SERVICE, AND GENERAL COMMERCIAL EMPLOYMENT Employment Category Retail Office/Service General Commercial Totals Year 2010 2020 2030 248 261 270 242 424 914 254 445 960 264 462 996
FORECAST EMPLOYMENT FOR MAJOR EMPLOYERS The forecast for major employers was obtained based on the percentage of the total population employed by each major employer. Year 2005 was used as the base year for these percentages, which were applied to 2010, 2020, 2030 population projections. Exhibit 5-6 provides the employment forecasts for major employers for years 2010, 2020, and 2030.
Year 2005 Percent of Total Population 5.9 1.9 3.8 2.3 1.3 2.3 0.6 0.5 0.6 0.4 0.2 0.3
TAZ Number Outside of Study Area Outside of Study Area Outside of Study Area See Notes 51 14 4 37 9 51 28 37 Total Employment
Major Employers US Border Patrol/DHS 1 Cochise Community College Arizona State Prison 2 Douglas Unified School District 3 City of Douglas Wal-Mart Southeast Arizona Medical Center Safeway Basha's/Food City Gadsden Hotel US Customs/US Immigration 4 J.C. Penney
Year 2010 1,076 336 693 416 242 420 107 86 113 72 40 47 3,649
Year 2020 1,131 353 729 438 254 441 112 91 119 76 42 50 3,835
Year 2030 1,174 367 756 454 264 458 117 94 123 79 44 52 3,981
Sources: Census 1990 and 2000 Summary File 1 (SF 1) 100-Percent Data at Block Level for Douglas, Pirtleville, and Cochise County portion within the Study Area, American Fact Finder, US Bureau of the Census 2000 Population Counts and Major Employers, Douglas, Arizona, Cochise College Center for Economic Research, 2005. 1. In 2004, The US Border Patrol merged with DHS (Department of Homeland Security) 2. Regional employer located outside of the Small Area Transportation Study area. 3. Employer has multiple locations. Number of employees per school and number of students per school by TAZ are provided in the Exhibits 5-7 and 5-8. 4. In 2004, the US Customs and the US Immigration became the Bureau of Immigration and Customs Enforcement.
FORECAST SCHOOL EMPLOYMENT AND ENROLLEMENT The forecast school employment for Douglas Unified School District schools was developed based on percentages of the school population employed by each school, and the percent of the total population employed by the school district. Year 2005 percentages were used as the base year and are applied to 2010, 2020, 2030 population projections. Exhibit 5-7 provides 2010, 2020, 2030 school district employment by school based on the above methodology. Exhibit 5-7 2010, 2020, AND 2030 DOUGLAS UNIFIED SCHOOL DISTRICT EMPLOYMENT BY TAZ
Percent of Total School Employment 6 11 25 1 7 9 6 11 12 8 3 Total Employees 2010 26 44 105 4 31 37 26 45 51 35 12 416 Total Employees 2020 27 46 110 4 32 39 27 48 54 37 13 437 Total Employees 2030 28 48 114 4 36 40 28 49 56 38 13 454
TAZ Number 3 18 24 24 25 27 29 34 41 42 42
School Name Faras Elementary Joe Carlson Elementary Douglas High School DHS East Campus Sarah Marley Elementary Clawson Elementary Early Learning Center Ray Borane Middle School Paul Huber Middle School Stevenson Elementary Maryvale School
Total School Employment
Sources: Census 1990 and 2000 Summary File 1 (SF 1) Douglas, Pirtleville, and Cochise County portion, US Bureau of the Census 2000 Population Counts; Major Employers, Douglas, Arizona, Cochise College Center for Economic Research, 2005; Douglas Unified School District Office of the Superintendent, 2005.
The number of students per school for the Douglas Unified School District was obtained based on the year 2005 ratio of number of students per occupied housing unit, which is 0.73 students per occupied housing unit. This ratio was applied to the forecast number of occupied housing units to determine the total number of students for each forecast year. The year 2005 percentage of the total number of students attending each school was used to proportion the total number of students to each of the existing schools. Exhibit 5-8 provides the forecast student population by school and TAZ. Exhibit 5-8 2010, 2020, AND 2030 DOUGLAS UNIFIED SCHOOL DISTRICT STUDENTS BY TAZ
TAZ Number 3 18 24 24 25 27 29 34 41 42 42 Percent of Population 6 11 27 1 7 10 6 Total Students 2010 253 477 1,190 55 298 425 246 419 589 430 32 4,414 Total Students 2020 276 520 1,296 60 325 463 268 456 641 469 35 4,808 Total Students 2030 298 562 1,400 65 351 500 289 493 693 506 38 5,196
School Name Faras Elementary Joe Carlson Elementary Douglas High School DHS East Campus Sarah Marley Elementary Clawson Elementary Early Learning Center
Ray Borane Middle 9 School Paul Huber Middle 13 School Stevenson Elementary 10 Maryvale School 1 Total Projected Student Population
Sources: Census 1990 and 2000 Summary File 1 (SF 1) Douglas, Pirtleville, and Cochise County portion, US Bureau of the Census 2000 Population Counts; Major Employers, Douglas, Arizona, Cochise College Center for Economic Research, 2005; Douglas Unified School District Office of the Superintendent, 2005
DAILY TRAFFIC FORECAST METHODOLOGY A study area sketch planning model was developed for forecasting future traffic volumes, analyzing future roadway deficiencies, and evaluating alternative improvements. The demographic data for each of the TAZs for the 2005 base year and for the 2030 horizon year were used to forecast future traffic. The demographic data included population, number of dwelling units, and employment data for retail, office, general, major employers, and student categories. These data were used as the basis for estimating the daily vehicle trips generated within the study area boundaries. External sources of traffic that would impact the volume of traffic flowing into, out of, or within the Douglas area were also identified. These "externals" included Bisbee/Sierra Vista via SR 80 west, Willcox and points north via US 191 north, New Mexico and points east via SR 80 east, and Agua Prieta and origins or destinations in Mexico via the Port of Entry. Traffic count information for "externals" served by SR 80 and US 191 was obtained from ADOT and traffic counts for the Port of Entry were provided by the US Customs Service. A travel demand model was developed using the base year socioeconomic data and the existing roadway network. Traffic volumes estimated by the model for the 2005 base year were calibrated against existing traffic counts. After the model was calibrated for the base year, Year 2030 socioeconomic data were used in generating a forecast for year 2030 daily traffic volumes on the existing roadway network. Exhibit 6-1 presents example traffic forecast results from the sketch modeling process. Exhibit 6-2 shows estimated volumes for 2005 and forecasted volumes for year 2030. The sketch modeling exercise indicates that traffic volumes will grow slowly and steadily throughout much of the Douglas area between 2005 and 2030. However, volumes are forecast to increase by a greater percentage in the northeast quadrant of the study area (see Exhibit 6-3) due to residential development in that area. Exhibit 6-1 also includes an estimated daily capacity for each of the sample roadway segments shown. These capacity estimates, in vehicles per day, are taken from the State of Florida, 2002 Quality/Level of Service Handbook, and are generated based on the methods contained in the Highway Capacity Manual 2000. The reference materials from the Florida document are provided in Appendix C. The comparison of the daily capacity estimates to the forecast 2030 traffic volumes indicate that, in general, the forecast traffic volumes are well below the estimated capacities. This indicates that the roadway system in the Douglas area should provide good level of service and traffic operations for future traffic, and that no new major capacity improvements are required. A more detailed assessment of the future level service and traffic operations based on peak-hour traffic volumes is provided below. Simple linear trend projections, based on the annual traffic data presented in Chapter 2, were used to estimate future year annual traffic entering the US through the Port of Entry. A comparison of year 2005 traffic levels to year 2010, 2020, and year 2030 is provided in Exhibit 6-4.
Exhibit 6-1 ESTIMATED AND FORECAST EXAMPLE DAILY TRAFFIC VOLUMES
Daily Traffic Counts By Year Roadway Segment Pan American Ave. between 11th Street and 14th Street Highway 80 east of junction with Highway 191 Highway 80 east of Leslie Canyon Road G Avenue between 9th Street and 10th Street 15th Street between San Antonio and Washington 8th Street east of A Avenue Highway 191 north of Highway 80 2005 9,601 12,570 3,041 1,802 4,350 2,375 4,594 2010 10,395 13,104 4,248 1,833 4,408 2,518 4,772 2020 12,029 14,200 6,645 1,888 4,874 2,875 5,156 2030 13,592 15,232 9,023 1,931 4,870 3,166 5,528
Estimated Daily Capacity 2 (Vehicles per Day) 30,600 34,200 16,300 14,600 12,000 12,000 16,300
1. Year 2005 estimates from ADOT counts and traffic data from previous studies in the study area. Forecasts for Years 2010, 2020, and 2030 from Lima & Associates 2. Source: State of Florida, 2002 Quality/Level of Service Handbook, Table 4-2, page 87.
AM AND PM PEAK-HOUR TRAFFIC ANALYSIS AND LEVEL OF SERVICE FOR YEAR 2030 TRAFFIC Morning and afternoon peak-hour traffic volumes were estimated first for year 2030 based on the year 2030 daily traffic forecasts. Exhibit 6-3 provides the estimated increase of daily traffic in percent for year 2030 in comparison to year 2005 daily traffic volumes. The method used to develop the year 2030 AM and PM peak-hour estimates was to increase the year 2005 peakhour approach volumes by the same percentage increase forecast for the daily traffic volumes. The turn percentages were initially assumed to remain the same as those used in the year 2005 analysis, but they were adjusted in a few cases to better balance traffic flow between adjacent intersections and reflect a more realistic traffic flow pattern based on traffic operations and level of service. In addition, traffic volumes were updated based on the traffic data collected at three locations to conduct traffic signal warrant studies. The resulting AM and PM peak-hour turning movement volumes used in the year 2030 traffic operations analysis are provided in Appendix C.
Exhibit 6-2 2005 VOLUMES VS 2030 VOLUMES
Exhibit 6-3 ESTIMATED PERCENT TRAFFIC GROWTH FROM YEAR 2005 TO YEAR 2030
Exhibit 6-4 FORECAST ANNUAL TRAFFIC ENTERING THE U.S. THROUGH THE PORT OF ENTRY
Year 2005 Privately Owned Vehicles Trucks Buses Total Vehicular Traffic Pedestrians
2010 2,243,600 38,700 6,400 2,288,700 730,900
2020 2,503,700 56,300 8,500 2,568,500 833,400
2030 2,763,900 75,600 10,600 2,850,100 935,800
2,098,713 28,418 3,241 2,129,372 712,435
1. Year 2005 traffic count data provided by the US Customs Service, Tucson, Arizona.
Year 2030 Level of Service Analysis The year 2030 turning movement volumes and estimates of future truck volumes were used in a SimTraffic micro-simulation analysis to determine if there were any significant congestion problems creating traffic back-ups that impacted upstream intersections. This phenomenon was not present in the simulation, therefore it was decided to use the Synchro analysis of intersection operations based on the Highway Capacity Manual 2000 procedures. A summary table of intersection approach level of service for each intersection is provided in the appendix. Exhibit 6-5 provides a summary of only those intersection approaches with future congestion issues (LOS E and F) and potential congestion issues (LOS D) during the AM and PM peak-hours. Intersection approaches with future levels of service A, B, or C are considered to be operating reasonably well and not in need of any remedial measures to address future congestion problems. The level of service results for all intersections are included in Appendix C. The following locations are indicated to have future year 2030 congestion problems during the morning peak-hour:
Northbound approach at the intersection of San Antonio Avenue and 15th Street - LOS F (capacity), stop controlled. This is worse than the LOS E for the existing condition. A four-way stop control was tested using Synchro and found to provide a much improved LOS on the northbound approach with reasonable levels of service on all other approaches. Although this intersection does not warrant a traffic signal based on existing traffic volume, this intersection may be a candidate for a future traffic signal. Eastbound approach on 9th Street at Pan American Avenue � LOS E (capacity). A small increase in left-turn or through traffic at this location could result in a deterioration of operating conditions as traffic increases on Pan American Avenue. The increase in truck traffic on 9th Street will also contribute to this condition. An option may be to prohibit through and left-turn movements on the eastbound and westbound approaches. Eastbound approach on 14th Street at A Avenue � LOS D (emerging congestion). This is slightly worse than the existing condition for the eastbound approach, however it is generally not considered necessary to remedy LOS D conditions in an urbanized area such as this. Improvements are not considered necessary at this time.
The following locations are indicated to have future year 2030 congestion problems during the afternoon peak-hour. 6-5
Eastbound and Westbound approaches of 14th Street at Pan American Avenue � LOS D (emerging congestion) stop controlled. This is slightly worse than the existing condition for the eastbound approach and is the same result as indicated for the existing condition traffic for the westbound approach. However, it is generally not considered necessary to remedy LOS D conditions in an urbanized area such as this. It is likely that as traffic volumes increase, westbound traffic will divert to adjacent street traffic signals to turn southbound on to Pan American Avenue. This is the assumption made in evaluating the traffic conditions at this location. An option would be to prohibit left-turns on the eastbound and westbound approaches if congestion becomes an issue in the future, but improvements are not considered necessary at this time. Eastbound and westbound approaches of 9th Street at Pan American Avenue � LOS E (capacity), stop controlled. A small increase in left-turn or through traffic on these approaches could result in a deterioration of operating conditions as traffic increases on Pan American Avenue. It is likely that westbound 9th Street traffic will divert to the 10th Street traffic signal if congestion becomes a problem. An increase in truck traffic on 9th Street may also contribute to this condition. An option may be to prohibit through and left-turn movements on the eastbound and westbound approaches.
Exhibit 6-5 ESTIMATED YEAR 2030 LEVELS OF SERVICE
FUTURE PUBLIC TRANSPORTATION CONDITIONS Within any urban area, the origin and destination of most trips--and of the percentage of trips that will be made by use of public transportation--is related to where residents of the area live and where they work. Concentrations of population within an area suggest where commute trips are likely to originate during the morning peak travel period, and concentrations of employment function as "attractors" where such trips are likely to terminate. In the afternoon, the roles are reversed: Trips originate in areas where employment is concentrated and terminate in residential areas. The densities per square mile of these residential and employment areas has been empirically determined to indicate the appropriate mode, or modes, of public transportation that should be considered for these areas. These density threshold numbers have been used in a number of transit studies nationwide including the High Capacity Transit Study conducted in 2003 for the Maricopa Association of Governments and are shown in Exhibit 7-1 below. Exhibit 7-1 MINIMUM CONSOLIDATED RESIDENTIAL AND EMPLOYMENT DENSITIES FOR VARIOUS TYPES OF TRANSIT SERVICES Transit Service Type Bus�minimum service Bus�intermediate service Light rail or Bus Rapid Transit Persons/Sq Mile 1 4,500 7,780 10,000
1. Calculated from Maricopa Association of Governments High Capacity Transit Study, 2003 Bus minimum service = 1/2 mi between routes, 20 buses/day Bus intermediate service = 1/2 mi between routes, 40 buses/day
In order to analyze the concentrations of population (residential areas) and employment in Douglas, the 2005 population and employment levels were plotted by traffic analysis zone (TAZ) as shown in Exhibit 7-2. Note that each TAZ in Exhibit 7-2 reflects the sum of the population and employment within that TAZ. For example, for a TAZ with a population of 1,200 and employment of 800, a value of 2,000 was used. Exhibit 7-3 depicts the forecasted population and employment levels plotted by traffic analysis zone for 2030. The value ranges for the "Persons per Square Mile" shown in Exhibit 7-2 and 7-3 were intentionally chosen to coincide with density thresholds for implementing various types of transit services as shown in Exhibit 7-1.
Exhibit 7-2 2005 COMBINED POPULATION AND EMPLOYMENT DENSITY PER SQUARE MILE BY TAZ
H ighway 191
L eslie Canyon Rd
wa ig h
Grace Ave
S ulphur Spring St
D ouglas Ave
A Ave
Highway 80
19th St
15th St
A ve
0 1 - 3,500 3,501 - 4,500 4,501 - 7,780 7,781 - 10,000 10,00 1 And Above Core Transit Service Area Cit y Limits St reet s
14th St
11th St
Was hington Ave
P an
1 Miles
Ame r
i can
no Chi Rd
10th St
8th St
9th St 5th St
5th St 3rd St 1st St
Draft 1-27-06
Exhibit 7-3 2030 COMBINED POPULATION AND EMPLOYMENT DENSITY PER SQUARE MILE BY TAZ
H ighway 191
L eslie Canyon Rd
wa ig h
Grace Ave
Highway 80
S ulphur Spring St
D ouglas Ave
A Ave
19th St
Was hington Ave
A ve
P an
1 Miles
Ame r
i can
0 1 - 3,500 3,501 - 4,500 4,501 - 7,780 7,781 - 10,000 10,00 1 And Above Core Transit Service Area Cit y Limits St reet s
14th St
15th St
no Chi Rd
11th St
10th St
9th St 5th St
5th St 3rd St 1st St
8th St
Draft 1-27-06
Unlike many other Arizona communities, the Douglas area is not forecast to grow dramatically between 2005 and 2030. However, as Exhibit 7-2 shows, a core area of the City already has the combined population and employment density necessary to justify the implementation of intermediate level bus service. As noted previously, an above average percentage of persons in the Douglas area carpool, possibly indicating a latent demand for transit service. A comparison of Exhibits 7-2 and 7-3 shows that portions of Douglas north and east of the downtown area are actually forecast to become less densely populated between 2005 and 2030 because the number of persons per dwelling unit is projected to decrease. At the same time, the population in the core area is becoming slightly denser. In 2030, a residential area north of Highway 80 currently being developed is forecast to have sufficient population density to support bus transit. Downtown Douglas is not only the core area of a small city, but is also a principal activity center of a metropolitan area including Douglas itself, as well as the significantly larger city of Agua Prieta, Sonora. At the time of a 1995 census, Agua Prieta had a population of 56,228. However, anecdotal evidence suggests that the Sonoran city has experienced explosive population growth during the 1995 � 2005 time frame. A conservative estimate is that the Douglas � Agua Prieta metropolitan area has a 2006 population of 100,000 or more. If the entire population of the region lived on the Arizona side of the border, it would be declared a Metropolitan Planning Area, and a metropolitan planning organization would be established to address the area's transportation and transit needs. Between 150,000 and 200,000 privately owned vehicles pass through the Douglas Port of Entry (POE) every month, together with more than 56,000 pedestrians. Exhibit 7-4 shows the monthly fluctuations in these numbers between October 2002 and April 2005. Both private vehicle and pedestrian volumes peaked in May 2003. Exhibit 7-4 MONTHLY FLUCTUATIONS IN THE MOTOR VEHICLE AND PEDESTRIAN TRAFFIC AT THE PORT OF ENTRY
Source: Customs & Border Protection Regional Mission Support Officer in Arizona, obtained from ASCG, Inc.
TYPES OF TRANSIT VEHICLES AND SERVICES The types of transit service that may be in operation in Douglas by 2030 include dial-a-ride and paratransit services, deviated fixed route local circulators, possible fixed-route bus service, and expanded regional commuter service. Definitions of these types of service are provided in Exhibit 7-5 and vehicles typically used for these services are shown in Exhibit 7-6. Exhibit 7-5 TRANSIT SERVICE TYPE DEFINITIONS
Dial-a-Ride Service: A demand-response service. Vehicles do not operate on a fixed route or schedule, but pick-up patrons at their origins and deliver them directly to their destinations. Before a trip begins, and during the course of a trip, the driver receives information from a dispatcher concerning pick-up and drop-off requests. A modification of this type of service, known as Reserve-a-Ride, functions like Dial-a-Ride except that pick-up requests are required to be made 24-hours in advance. The dispatcher and driver decide the most efficient order in which to make stops. Such a procedure often means that, after being picked up, a passenger must remain on board while "detours" are made to pick up or drop off other passengers. Hence, a dial-a-ride trip can take significantly longer to complete than if the passenger had been able to drive directly to his or her destination, and such service appeals primarily to transit-dependent persons. Paratransit: A complementary dial-a-ride service provided to seniors or disabled persons in a fixed-route service area as required by a provision of the Americans with Disabilities Act. Deviated Fixed Route Service: Sometimes referred to as "checkpoint" service, is considered an intermediate step between dial-a-ride, which targets transit dependent riders, and fixed route service, which is more efficient in larger cities having significant volumes of transit ridership. A deviated fixed route service stops at scheduled "time points"-- or "checkpoints"--much as a fixed route service does. However, the route taken between points can vary from trip to trip. This "connect-the-dots" approach offers the best of both worlds: Passengers wishing to catch the bus at the last minute can wait at a time point; at the same time, the driver can receive a pick-up request from a dispatcher and "deviate" from the route accordingly. Hence, deviated fixed route trips can take longer than fixed route trips. At the same time, the service is more visible to the public than one that operates on strictly a demand-response basis. Fixed Route Buses: A service that operates on a route that never varies, although alternate routes may be used on Saturday or Sunday. Fixed route buses typically operate on headways of 60 minutes or less--with even more frequent service offered during peak travel periods. All passengers board at posted bus stops. Some of these are "time points" that appear in published timetables, but intermediate stops not listed in schedules may also be served. The new Douglas Rides service is an example of a fixed route service operating on loop routes. Regional Commuter Service: Commuter services typically offer several departures in the morning, timed to arrive at the employment center at the beginning of the work day, and afternoon departures scheduled at the end of the work day. Such services do not necessarily operate on weekends, but may offer weekend schedules timed to accommodate shoppers and tourists. The existing Cochise Commuter is such a service, and could be operated with any of the types of vehicles shown, or with full size over-the-road coaches, as demand warrants.
Douglas Rides It should be noted that the Douglas Rides, a transit service operated by Catholic Community Services and funded in part through the FTA Section 5311 Program administered by ADOT, began operation in December 2006 as this planning study was nearing completion. Douglas Rides provides fixed route service on three loop routes that cover most of the study area as described in Chapter 2 of this report. Three vehicles are needed to service the three loop routes. Currently, vehicles already owned by CCS are being used; however two new vehicles have been ordered especially for Douglas Rides use and will be placed in service during 2007. CCS personnel report that ridership continues to grow. A total of 326 passengers were carried in December 2006, and over 400 were carried during the first three weeks of January 2007. The service has facilitated patronage of Douglas merchants by residents of Agua Prieta and both the merchants and the transit users are reported to be pleased with the new service. The provision of the Douglas Rides service is consistent with, and directly addresses several of the transit service recommendations made in this report.
Wheelchair-accessible vans are commonly used for both paratransit and dial-a-ride services, and may also be employed by vanpools that include mobility-limited participants.
--American Public Transit Association photo
This "cutaway" vehicle, comprising a minibus body constructed on a recreational vehicle chassis, is used by Valley Metro for paratransit services. However, similar vehicles are typically used in both deviated fixed route and downtown or neighborhood circulator services. --Lima & Associates photo Heavy-duty transit buses such as this Flagstaff Mountain Line Transit vehicle resemble those used in the Phoenix and Tucson metro areas but are shorter and have less passenger capacity. These vehicles can be made fully accessible and typically have long useful lives. They are suitable for both fixed and deviated fixed route services in smaller cities. Vista Transit in Sierra Vista operates similar vehicles. --Lima & Associates photo
Transportation Demand Management Alternatives Transportation Demand Management consists of a wide range of programs and services that enable people to get around without driving alone. Included are alternative transportation modes such as carpooling, vanpooling, transit, bicycling, and walking as well as programs that alleviate traffic and parking problems such as telecommuting, variable work hours, and parking management. Transportation Demand Management can address the needs of those traveling long distances with rideshare options such as vanpools and carpools. These types of services are vital in moving people around large areas, whether for work or for traveling to regional centers that have special services, medical facilities, or retail stores. Potential Sources of Transit Funding Significant federal sources of funding grants are overseen and managed by the Federal Transit Administration (FTA); these funds are administered in Arizona by the Public Transportation Division of ADOT (ADOT PTD). FTA funding levels are part of the Safe, Accountable, Flexible, and Efficient Transportation Equity Act: A Legacy for Users (SAFETEA-LU), the successor to the Transportation Equity Act for the 21st Century (TEA-21). The federal transit laws are contained in Title 49 of the United States Code (USC), Chapter 53. The key transit grant provisions applicable to Douglas are covered in the following sections of Chapter 53 of the USC: � � � Section 5310: Formula Grants and Loans for Special Needs of Elderly Individuals and Individuals with Disabilities Section 5311: Formula Grants and Loans for rural and small urban public transportation Section 5313: State Planning and Research Programs
Typically, public agencies are the only transit operators considered as potential recipients of Section 5311 funds. However, in certain cases established private sector non-profit agencies may be eligible. The City and prospective operators should explore this option with the ADOT Public Transit Division. Other federal sources of funding include the Temporary Assistance for Needy Families Program, Title III Funds of the Older Americans Act, and Surface Transportation Program funds. State Sources of Funding include the LTAF and LTAF II funds, which are distributed directly to cities, towns, and counties in Arizona. Other sources of funding include farebox revenues, advertising and "in kind" revenues, local taxes or bonds, and the use of volunteers. The Local Transportation Assistance Fund II, or LTAF II, program, which derives funds from the State's share of lottery "Power Ball" ticket receipts, has been one of the key sources for the local matching funds for these federal funds. Since the implementation of LTAF II, the legislature has provided that when these receipts reach a certain threshold amount in any fiscal year, the balance flows to the LTAF II program for apportioned distribution to councils of governments, county governments, and local governments. However, since the legislature has raised the threshold to $37 million and Power Ball net receipts are not forecast to reach $37 million in fiscal 2006, the LTAF II program is essentially unfunded. Agencies have the option of providing the local match from their general funds, but the lack of LTAF II monies is still likely to adversely impact the availability of funding for transit projects and programs.
Coordinating Local Human Services Transportation Programs Arizona Rides is a statewide effort to coordinate provision of human services transportation within counties or regions of counties to increase efficiency, limit service duplication and confusion, and save costs. Arizona Rides was initiated in response to the federal "United We Ride" program established in 2004. "Pinal Rides," a pilot project of the program, funded a study of the concept in Central Pinal County. The Final Report of the pilot project was published in December 2005. Recommendations included the establishment of a transit coordinating council for the study area and the implementation of service along two regional corridors. The City should encourage current and future providers of human services transportation in the area to coordinate services and operations in order to limit duplication and save costs. RECOMMENDED TRANSIT SERVICES Exhibit 7-7 depicts the transit service areas recommended for Douglas, based on the combined population and employment densities discussed previously. These service areas are very consistent with the service areas adopted for the new Douglas Rides service, except that Douglas Rides also serves the area north of SR 80 and west of Pan American Avenue. Next steps recommended to be taken by the City are the following:
� �
� �
Based on estimated 2005 combined population and employment densities, establishing a local transit circulator within the core area of the City of Douglas appears feasible. The City should encourage Catholic Community Services to collect ridership data on the new Douglas Rides operation including the place of residence, destination, age, and employment status of riders. After Douglas Rides has been operating long enough to produce significant ridership data, the City should coordinate with CCS in the conduct of an evaluation of the operation to identify any improvements needed to make the service more effective and efficient, as well as potential areas for service expansion. The level of LTAF II funding fluctuates from year to year and the City should evaluate additional options for generating local monies to be used as "local matches" for federal transit capital and operating funds. The City should also be prepared to step in and participate in the funding, operation, and expansion of the Douglas Rides and Cochise Commuter services as may be needed. The City should monitor the operations of other regional services such as the Douglas shuttle and get proactively involved if needed to ensure continued alternative mode service to Tucson, Phoenix, and other cities--avoiding unnecessary reliance on private automobiles for travel in an age of steadily increasing fuel costs. Rising fuel prices will also impact the costs of operating public transportation systems, and more public support may be needed to keep essential services in operation. Where feasible, the City should work together with Agua Prieta, Sonora to jointly address transit and other transportation issues and to explore any reasonable possibilities for partnering in the provision of transportation services to the metropolitan area. Currently, the forecasted increases in population and population density for Douglas indicate that bus service may adequately meet the region's transit needs for the foreseeable future. However, the City should follow closely the developments in Tucson regarding the planned implementation of "Modern Streetcar" service in that city. If the population growth rate and traffic volumes in the area increase significantly, long-term planning for the future use of modern streetcars for a circulator connecting the port of
entry with the downtown area and key commercial areas may become appropriate, subsequent to the establishment of a comprehensive local bus system. Exhibit 7-8 shows the type of vehicle used in downtown Portland, Oregon. Summary of Transit Findings
� � �
� � � �
Forecasted concentrations of population and employment can be used to predict the origins and destinations of peak-hour trips including transit trips. Portions of a core area of the City currently exceed density thresholds used for implementing some types of public transportation. Catholic Community Services currently operates paratransit services, a deviated fixedroute "Cochise Commuter" service, and a "Douglas Rides" local circulator service on three loops. Future transit improvements could include the expansion of these operations as well as the implementation of a community ride-sharing program. Potential sources of funding include Federal Transit Administration program monies for metropolitan planning areas administered by the Arizona Department of Transportation (ADOT), as well as Local Transportation Assistance Fund (LTAF II) monies, farebox revenues, and local match funds. The City should discuss with the ADOT Public Transportation Division the conduct of a transit feasibility and implementation study. The City should plan for the provision of local funding monies and evaluate the available options. The City should monitor closely the operations of the Cochise Commuter and other services and be prepared to assist, if needed, to avoid service interruption. Rising fuel prices will also impact the costs of operating public transportation systems, and more public support may be needed to keep essential services in operation. Where feasible, the City should work together with Agua Prieta, Sonora to jointly address transit and other transportation issues and to explore any reasonable possibilities for partnering in the provision of transportation services to the metropolitan area. If the population growth rate and downtown traffic volumes in the Douglas area increase significantly, once a local bus system is in place, the City may want to consider, as a long-term option, a Port-of-Entry-downtown loop using "modern streetcars" like those being planned for Tucson.
Exhibit 7-7 PROPOSED TRANSIT SERVICE AREAS
Leslie Canyon Rd
ay hw ig
H ighway 191
D ouglas Ave
Grace Ave
S ulphur Spring St
19t h St
Hig hw ay 80
5 #
Van Buren Ave
Flor ida Ave
A Ave
11t h St
10t h St 8th St
2 #
r ica n
G Ave
1 #
A me
F Ave
Prop osed Service Area Future Expansion Reg io nal Corridor Ex isting Cochise Co mmu ter Stop
0.25 0.5 Miles
9th St
Av e
5th St
5th St
3rd St
1st St
4 # 3 #
Draft 2-3-06
A irport Rd
15th St 14t h St
1 #
Washington Ave
n Chi d oR
Exhibit 7-8 MODERN PORTLAND STREETCAR
Source: www.nwvirtualtransit.com
FUTURE PEDESTRIAN AND BICYCLE ACTIVITY AND FEATURES There were only very limited pedestrian and bicycle counts available for this study. It is expected that pedestrian and bicycle travel demand will increase in direct relation to the population growth in the City of Douglas and across the border in Aqua Prieta. The City of Douglas has several characteristics that make it a good environment for walking and bicycling. The City has a compact form where work, shopping and recreational activity locations are close to existing residential areas. Except during the hottest months, the climate is very suitable for walking or biking, and the terrain is relatively flat. The general grid pattern of the existing street network provides numerous travel route options for pedestrians and bicyclists. Traffic volumes on most streets are relatively low as are traffic speeds, and the roadway system does not present significant barriers to either walking or cycling. Most City streets south of SR 80 and east of Pan American Avenue have sidewalks. These factors, combined with the proximity of the POE to the downtown and the new Wal-Mart, suggest the pedestrian and bicycle activity will likely increase in the future, if these activities are encouraged. There are factors in the City that work against bicycling. The major and minor collector streets are relatively narrow, with narrow lanes and on-street parking. The downtown area has predominately angle parking on the streets, which may be more dangerous for cyclists than parallel parking because it is more difficult for motorists backing out of these spaces to see oncoming cyclists. There are no designated bicycle features on any of the existing roadways, and there is no system of designated bike routes. The following recommendations are provided for the development of future pedestrian and bicycle features:
Develop a comprehensive bicycle system plan for the City. The bicycle system plan should include the following: o A route plan and map designating bicycle facilities that interconnect the existing and future activity centers such as the downtown, the POE, the new commercial district
� � � �
� � �
west of Pan American Avenue along 5th Street, the schools along 15th Street, and the residential areas of the City. o A list of prioritized bicycle system projects and costs to implement the system. o Design standards and typical cross-sections for the various elements of the bicycle system, including on-street bicycle lanes and shared-use paths. o Signing, striping, and traffic control standards required for the provision of on-street and off-street elements of the system. o Guidelines for policies and procedures necessary to implement the plan. o Recommendations for funding plan implementation. Provide a bicycle connection between the new commercial district on 5th Street west of Pan American Avenue to the new shared use path along Pan American Avenue. Extend the shared-use path on the west side of Pan American Avenue south from 3rd Street to the POE. Develop a lighted and landscaped pedestrian pathway from the POE and the City Park, just north of the POE on Pan American Avenue, to the east through Speer Park. Provide bicycle racks in the downtown area and in the new commercial area on 5th Street west of Pan American avenue. Require that new commercial areas provide conveniently placed bicycle racks. Connect the emerging residential areas developing north of SR 80 to the areas south of SR 80 with on-street bicycle facilities. Inventory the City's sidewalk system to identify locations that do not meet ADA requirements and establish a plan to upgrade these locations. Develop and implement a safe routes to school program for elementary school and junior high school students. The purpose of the safe routes to school initiative is to encourage students to walk or bicycle to school as part of a healthy lifestyle. Safe routes to school programs engage students, teachers, school administrators, and parents in the development of a plan that establishes specific safe routes of travel to and from school, develops educational materials to promote safe walking and bicycling, and establishes the policies and guidelines needed to implement the program.
ROADWAY SYSTEM Traffic Circulation and Operations Improvements In general, the current streets and intersections provide adequate capacity and level of service for existing and forecast year 2030 traffic. There are a few intersections that are beginning to experience, or are forecast to experience traffic operating conditions that may require attention if traffic volumes continue to increase. These intersections and the associated congestion issues are summarized below in Exhibit 8-1. Several actions have been identified to address traffic operations, traffic safety, and parking issues. The recommended short, mid and long-term actions to improve traffic operations are provided in Exhibit 8-1 along with planning level cost estimates for these improvements. The cost estimates are in year 2006 dollars. Douglas, Arizona U.S. Port of Entry Feasibility Study 2006 At the time that this planning study was nearing completion the United States General Services Administration Douglas, Arizona U.S. Port of Entry Feasibility Study 2006 had completed its 75 percent submittal. The stated purpose of the feasibility study is to "address the issues of traffic congestion, pedestrian safety, and officer security while providing more efficient operations at the Port", and to "resolve as many of the issues as possible or, at the least, mitigate their effects." The 75 percent submittal of the feasibility study contains five alternatives for the redesign and location of the Port for processing vehicles entering the US. The selected alternative may directly impact the need for some of the roadway system improvements identified in Exhibit 8-1. Four of the feasibility study alternatives move the inbound and outbound commercial truck traffic west of Pan American Avenue. This would be consistent with, and benefit the City's past and current efforts to provide pedestrian and bicycle facilities along Pan American Avenue and provide an attractive gateway for private vehicles, buses, pedestrians and bicyclists entering the city through the POE. If one of these four alternatives is implemented, the City of Douglas should not have to implement the recommended traffic operations improvements at the intersection of 9th Street and Pan American Avenue to improve truck access to the warehouses west of Pan American Avenue. This is because commercial trucks will then access the 9th Street warehouses from the west of Pan American Avenue. This would also provide the option for the City to eliminate or modify 9th Street access from the west to Pan American Avenue to prevent commercial trucks from using Pan American Avenue to access the warehouses. Safety Improvements A three-year crash history for six intersections was eva
Click tabs to swap between content that is broken into logical sections.